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1. An introduction to the Global Maritime Distress and Safety System

AustrAliAn GlobAl MAritiMe Distress

AnD sAfety systeM (GMDss) HAnDbook

the Australian GMDss training and operations Manual

sePteMber 2013

Erratum

1. There are several references in this Handbook to the closure date for the Inmarsat-B service and the Inmarsat-M (and Mini-M service) being 31 December 2014.

This was correct at the time of publication, however Inmarsat has since advised that Inmarsat-B, M and mini-M services will now be discontinued from 30 December 2016.

This reference appears on:8, Section 4.1.7;Page 29, Section 4.1.7;Page 30, Table 2;Page 84, Section 14.4.

2. The title of Appendix 12 in this Handbook reads ‘Guidelines for Operational use of Shipborne AIS’. This should read ‘Operation of Marine Radar for SART Detection’

Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 iAustralian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 iAustralian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 i

FOREWORD

This Handbook has been produced by the Australian Maritime Safety Authority (AMSA), and is intended for use on ships that are:

• CompulsorilyequippedwithGMDSSradiocommunicationinstallationsinaccordancewiththerequirementsoftheInternational Convention for the Safety of Life at Sea Convention 1974 (SOLAS) and CommonwealthorStateGovernmentmarinelegislation;or

• VoluntarilyequippedwithGMDSSradiocommunicationinstallations.

ItistherecommendedtextbookforcandidateswishingtoqualifyfortheAustralianGMDSSGeneral Operator’s Certificate of Proficiency.

ThisHandbookreplacesthenintheditionoftheGMDSSHandbookpublishedinApril2011,andhasbeenamendedtoreflectchangestoregulationsadoptedbythe2012InternationalTelecommunicationUnion(ITU)WorldRadioConference,changestoInmarsatservices,anupdatedAMSAdistressbeaconregistrationform,changestovariousITURecommendations,thetransitionfromAUSREPtoMASTREP,changes to thepublicationspublishedby the ITU,developments in ‘manoverboard’devices, theAutomaticIdentificationSystem(AIS),clarificationofGMDSSradiologprocedures,andgeneraleditorialupdatingandimprovements.

ProceduresoutlinedintheHandbookarebasedontheITURadio Regulations, on radio procedures used byAustralianMaritimeCommunicationsStationsandsatelliteearthstationsintheInmarsatnetwork.

CarefulobservanceoftheprocedurescoveredbythisHandbookisessentialfortheefficientexchangeofcommunicationsinthemarineradiocommunicationservice,particularlywhensafetyoflifeatseaisconcerned.Specialattentionshouldbegiventothosesectionsdealingwithdistress,urgency,andsafety.

OperatorsofradiocommunicationsequipmentonvesselsnotequippedwithGMDSSinstallationsshouldrefer to the Marine Radio Operators HandbookpublishedbytheAustralianMaritimeCollege,Launceston,Tasmania,Australia.

NoprovisionofthisHandbookortheITURadio Regulationspreventstheusebyashipindistressofanymeansatitsdisposaltoattractattention,makeknownitspositionandobtainhelp.

Similarly,noprovisionofthisHandbookortheITURadio Regulationspreventstheusebyshipsengagedinsearchandrescueoperationsofanymeansattheirdisposaltoassistashipindistress.

For the purposes of this Handbook, references to distress and safety communications include distress, urgencyandsafetycalls,messages,includingalertsandannouncementspromulgatedbydigitalselectivecalling.

AMSAacknowledgestheassistanceofInmarsatandtheBureauofMeteorologyforreviewingrelevantpartsofthetext.

TenthEdition

September2013

ISBN:978-0-9806416-6-0

Thisworkiscopyright.ApartfromanyuseaspermittedundertheCopyright Act 1968, no part may bereproducedbyanyprocesswithoutpriorwrittenpermissionfromtheAustralianMaritimeSafetyAuthority(AMSA).

Requests and inquiries concerning reproduction and rights shouldbe addressed to theManagerCommunication,AMSA,GPOBox2181,CanberraACT2601.

ii Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013

CONTENTS

Foreword i

1. An introduction to the Global Maritime Distress and Safety System 1.1 History 11.2 BasicconceptoftheGMDSS 11.3 AreasofoperationundertheGMDSS 11.4 TheGMDSSmasterplan 21.5 IntroductionofGMDSS 21.6 Functionalrequirements 2

2. General principles and features of the Maritime Mobile Service 52.1 PrioritiesofcommunicationsintheMaritimeMobileService 52.2 TypesofstationintheMaritimeMobileService 52.3 Frequenciesandfrequencybands 62.4 FrequenciesallocatedtotheMaritimeMobileService 72.5 Characteristicsoffrequencies 92.6 Componentpartsofmarineradioequipment 112.7 Modesofcommunications 12

3. General features and principles of the Maritime Mobile and Maritime Mobile-Satellite Services 173.1 Functionalrequirementsofshipstations 173.2 EquipmentcarriagerequirementsforSOLASvessels 183.3 Equipmentcarriagerequirementsfornon-SOLASvessels 203.4 TypesofalertingfromGMDSSvessels 213.5 Watchkeepingondistressfrequencies 223.6 Sourcesofenergyofshipstations 223.7 Meansofensuringavailabilityofshipstationequipment(SOLASvessels) 233.8 Operatorqualifications 233.9 Licences,safetyradiocertificates,inspectionandsurveys 24

4. Introduction to the Inmarsat system and the maritime mobile-satellite service 274.1 Maritimesatellitecommunications 274.2 Typesofstationinthemaritimemobile-satelliteservice 30

5. GMDSS digital selective calling equipment and systems 315.1 Introduction 315.2 Purpose 315.3 DSCshipborneequipment 315.4 Callformats 315.5 Maritimemobileserviceidentity(MMSI) 335.6 TypesofDSCcallandhowtheyareused 355.7 Distressalertattempts 355.8 Frequencyorchannelforongoingcommunications 365.9 Cancellationofinadvertentdistressalerts 36

Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 iii

Contents

6. Narrow band direct printing equipment and systems 376.1 Introduction 376.2 Modesoftransmission 376.3 GMDSSapplications 386.4 NBDPequipment 38

7 GMDSS Inmarsat equipment 397.1 Inmarsat-B/Fleet77shipearthstations 397.2 Inmarsat-Bshipearthstations 417.3 Inmarsat-Cshipearthstations 417.4 InmarsatEGCreceivers 447.5 Longrangeidentificationandtracking(LRIT) 477.6 LRITconformancetesting 48

8 GMDSS MF, HF and VHF equipment 498.1 MF/HFtransceivers 498.2 VHFtransceivers 498.3 Watchkeepingreceivers 50

9 Emergency position indicating radio beacons (EpIrbS) 519.1 EPIRBS 519.2 TheCospas-Sarsatsystem 519.3 AustralianandNewZealandCospas-Sarsatgroundsegment 569.4 Vesselidentificationandbeaconregistration 569.5 Homingbysearchaircraft 579.6 EPIRBrequirementsforGMDSSvessels 579.7 406MHzEPIRBoperation 589.8 Inadvertentactivationof406MHzEPIRBs 589.9 Servicingandtestingof406MHzEPIRBs 599.10 TerminationofInmarsat-E/E+EPIRBs 599.11 VHF DSCEPIRBs 599.12 EPIRBsfittedwithAISbursttransmitters 59

10 ShipborneAutomaticIdentificationSystem(AIS) 6110.1 WhatisAIS? 6110.2 Systemdescription 6110.3 TypesandclassesofAIS 6110.4 Howitworks 6310.5 Functionalityandcapability 6310.6 Messagetypesandformats 6410.7 Displayrequirements 6510.8 BenefitsanderrorsofAIS 6510.9 DestinationcodetobeusedinAIS 6610.10ContributionofAIS 6610.11AnnualtestingofAIS 66

11 Survival craft radio equipment 6911.1 SearchandRescueRadarTransponders(SArTs) 6911.2 AIS-searchandrescuetransmitters(AIS-SArTs) 7011.3 PortabletwowaysurvivalcraftVHFradiotelephoneapparatus 7311.4 Maritimesurvivorlocatingsystems(‘manoverboarddevices’) 74

iv Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013

Contents

12 The NAVTEx system 7712.1 Introduction 7712.2 Shipboardequipment 78

13 Search and rescue (SAr) operations 7913.1 ShorebasedSArnetwork 7913.2 TheIAMSArmanual 7913.3 On-scenecommunications 7913.4 Locatingandhomingsignals 8013.5 Shipreportingsystems 80

14 GMDSS distress urgency and safety communications procedures 8314.1 General 8314.2 GeneralInmarsatdistress,urgencyandsafetyprocedures 8414.3 Inmarsat-B/Fleet77shipearthstations 8414.4 Inmarsat505emergencycalling(FleetBroadband) 8414.5 Inmarsat-Cshipearthstations 8514.6 GeneralDSCdistress,urgencyandsafetyprocedures 8614.7 MF/VHF DSCandradio-telephonedistressurgencyandsafetyprocedures 8714.8 HFDSCprocedures 9214.9 DSC,NBDPandR/TdistressandsafetyshorefacilitiesinAustralia 9614.10 Radiotelephonycommunicationswithnon-GMDSSshipstations 9614.11 Protectionofdistressfrequencies 9814.12 Medicaltransports 9814.13 Radiomedicaladvice 9914.14 MaritimeAssistanceServices 99

15 routine testing 10115.1 Generalrequirements 10115.2 VHFDSCsystems 10115.3 MF/HFDSCsystems 10115.4 Inmarsat-Cequipment 10115.5 Emergencyradiobatteries 10315.6 406MHzEPIRBs 10315.7 SArTs 10315.8 AIS-SArTs 10315.9 Summaryofroutinetesting 103

16 battery maintenance 10516.1 Batteryrequirements 10516.2 Typesofbattery 10516.3 Lead-acidcells 10516.4 Careandmaintenanceoflead-acidbatteries 10516.5 Alkalinebatteries 10716.6 Batteryhazards 108

Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 v

Contents

17 Equipment maintenance 11117.1 Antennasystems 11117.2 Radioequipment 112

18 routine communications procedures 11318.1 Radiorecords 11318.2 Servicedocuments 11318.3 Generalroutinecommunicationsprocedures 11418.4 Radiotelexservices 11718.5 Trafficcharges 11718.6 Timesignals 11718.7 SampleGMDSSRadioLogpage 118

Appendix 1191. FrequenciesforusebyGMDSSshipstations 1212. Promulgationofmaritimesafetyinformation 1293. Phoneticalphabetandfigurecode 1314. Standardmarinecommunicationphrases 1315. Maritimeidentificationdigits 1336. AustralianGMDSScourses 1397. Reservesourceofenergy 1498. GuidelinesforoperationaluseofshipborneAIS 1579. Forms 17110. TableoftransmittingfrequenciesintheVHFmaritimemobileband 17311. Routinetesting(extractfromGMDSSRadioLog) 17712. GuidelinesforoperationaluseofshipborneAIS 17913. InformationonthedisplayofAIS-SART, AISmanoverboardandEPIRB-AISdevices 18313. Glossaryofterms 18714. Inmarsat-CShortAddressCodes(SACs) 19315. References 195

FiguresFigure1 TheGlobalMaritimeDistressandSafetySystem(GMDSS)-simplifiedoverview 3Figure2 ITUradiofrequencybandsandGMDSSusage 6Figure3 Simplexoperation 7Figure4 Duplexoperation 7Figure5 Propagationofgroundwavesandskywaves 10Figure6 Variousformsofamplitudemodulation 13Figure7 AustralianGMDSSTerrestrialNetwork 14Figure8 AMSAHFDSCNetwork 15Figure9 EquipmentrequiredforAustralianGMDSSvesselstradingwithoutan

onboardmaintainer 20Figure10 InmarsatglobalcoverageapplicabletoGMDSS 27Figure11 TypicalInmarsatFleet77installation 40Figure12 TypicalInmarsatCantenna 42

vi Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013

Contents

Figure13 BasicconceptoftheInmarsatEnhancedGroupCallsystem 44Figure14 InternationalSafetyNETServiceSystemConcept 45Figure15 Classesofmobileearthstations 46Figure16 Satellitevisibilityfor406MHzbeacons 52Figure17 DopplerCurve 53Figure18 DopplerMirrorPositions 53Figure19 BasicconceptoftheCospas–Sarsatsystem 54Figure20 LEOSARandGEOSARsatellites 55Figure21 406MHzGEOSARSatelliteCoverageandGEOLUTs 55Figure22 PrinciplesofSOTDMA 63Figure23 ScreencaptureofAISdata 64Figure24 AtypicalAIS-SART 71Figure25 AIS-SARTindicationonchartdisplay 71Figure26 AIS-SARTtransmitburstsequenceinActiveMode 72Figure27 Maritimesurvivorlocatingdevice(ManOverboardDevice)usingVHFCh.70DSC 75Figure28 FormatofNAVTEXMessage 77Figure29 NAVAREAsoftheWorldWideNavigationalWarningService(WWNWS) 78Figure30 ActiononreceiptofaMForVHFDSCdistressalert 90Figure31 ActiononreceiptofanHFDSCdistressalert 95Figure32 TypicalUninterruptiblePowerSupplies 109Figure33 AreasforCoastalNavigationWarningsonSafetyNET

(PacificandIndianOceanRegionSatellites) 122Figure34 ForecastAreasforHighSeas 124Figure35 HighSeaWarnings 125Figure36 AustraliaMarineForecastZones 127Figure39 ProposednewNAVAREAXCoastalWarningArea‘P’ 128

TablesTable1 FrequenciesforDSCWatchkeeping 22Table2 InmarsatTerminalNumbering 30Table3 ITUSymbolsforDSCMessages 32Table4 AustralianMMSIFormatsCurrentlyinUse 34Table5 CommonlyUsedManualCommands 38Table6 OceanRegionCodes 41Table7 TypesofAISStationsandMMSIFormat 62Table8 AISMessageIDs 67Table9 Summaryofroutinetesting–equipment 102Table10 Summaryofroutinetesting–survivalcraftequipment 102Table11 Summaryofroutinetesting–communicationsequipment 103Table12 Distress,urgency,safetyandcallingfrequencies 119Table13 ScheduleofAustralianSafetyNETweatherbulletins 125Table14 PhoneticAlphabet 129Table15 FigureCodes 129

Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 1

AN INTRODuCTION TO ThE GlObAl MARITIME DISTRESS AND SAFETy SySTEM 1

1.1 hISTORyRadiowasfirst used to save lives at sea in 1899.Subsequentlyithashelpedtorescuetensofthousandsof people and become the key element of maritime searchandrescuesystems.

Since that date numerous technological advanceshavebeenmade.However, until the introductionof theGlobalMaritimeDistressandSafetySystem(GMDSS)in1992,thewayinwhichamessagefromashipindistresswassenthadchangedverylittlefromthoseearlydays;namely,aradiooperatorsendingamessagebyMorsecodeorradiotelephoneandhopingthat another ship (or shore station ifwithin range)wouldhearthecallandrespond.

The GMDSS has introduced new technologywhichhascompletely transformedmaritimeradio-communications.Thenewsystemenablesadistressalert tobe transmittedand receivedautomaticallyoverlongrange,withasignificantlyhigherreliability.

1.2 bASIC CONCEpT OF ThE GMDSS

1.2.1 Equipment carriageAmajor difference between theGMDSS and theprevious ‘WirelessTelegraphy’ (W/T) and ‘RadioTelephony’(R/T)systemsisthattheequipmenttobecarried by a ship should be determined by its area of operationratherthanbyitssize.

1.2.2 Search and rescueTheGMDSS usesmodern technology, includingsatellite anddigital selective calling techniquesontheMF,HF andVHFbands (the latter known as‘terrestrial’ systems) enablingadistress alert tobetransmitted and receivedautomatically over shortandlongdistances.

The system allows search and rescue authoritiesashore,aswellasshippinginthevicinityoftheshipin distress to be rapidly alerted to a distress incident sothattheycanassistinaco-ordinatedsearchandrescueoperationwiththeminimumofdelay.

1.2.3 Maritime Safety Information (MSI)Additionally,theGMDSSprovidesforurgencyandsafety communications, and the dissemination of MaritimeSafetyInformation(MSI)-navigationaland

meteorologicalinformationtoships.Twosystemsareusedforbroadcastingmaritimesafetyinformation.

TheyareprovidedspecificallytoservetherequirementsofChapter IV of the 1974 SOLAS convention, asamendedintheareascoveredbythesesystems.TheinternationalNAVTEXservicetransmissionsincoastalregions and the International SafetyNET servicecoverallthewatersoftheglobe,includingthePolarRegions.FivenewArticNAVAREAsandMETAREAsbecameoperationalfrom1June2011.InadditionsomenationalmeteorologicalservicesmayissuewarningsandforecastsfortransmissionbyusingHFnarrowbanddirectprinting.

1.3 AREAS OF OpERATION uNDER ThE GMDSS

BecausethedifferentradiosystemsincorporatedintoGMDSShaveindividuallimitationswithrespecttorangeandserviceprovided,theequipmentrequiredtobecarriedbyashipisdeterminedbytheship’sareaofoperation.TheGMDSShasdivided theworld’soceansintofourdistinctareas.Allvesselsarerequiredtocarryequipmentappropriatetotheseaareaorareasinwhichtheytrade.

GMDSS operational areas

Area A1 within the radiotelephone coverage ofat least oneVHF coast station inwhichcontinuousVHFDSCalertingisavailable;

Area A2 within the radiotelephone coverage ofat least oneMF coast station inwhichcontinuousMFDSCalerting is available(excludingseaareaA1);

Area A3 withinthecoverageareaofanINMARSATgeostationarysatelliteinwhichcontinuousalertingisavailable(excludingseaareasA1andA2);and

Area A4 theremainingseaareasoutsideareasA1,A2andA3(basically,thepolarregions).

TheAustralianGovernment has designated itssurroundingwatersasGMDSSSeaAreaA3.TheonlyexceptiontothisdesignationistheAntarcticwaterssouthofapproximately70ºSwhichareSeaAreaA4.

2 Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 3


1.4 ThE GMDSS MASTER plANThe InternationalMaritimeOrganization (IMO)regularly publishes a list of proposed and actualGMDSS shore based communications facilitiesavailableworldwide.Thisdocumentisreferredtoasthe‘GMDSSMasterPlan’.

1.5 INTRODuCTION OF GMDSSTheInternationalConvention for theSafetyofLifeAtSea(SOLAS)isasetofinternationalregulationsandstandardsgoverningallaspectsofmerchantshipoperation.The conventionhasbeen ratifiedby allmajormaritimenationswhichoperate through theInternationalMaritimeOrganization(IMO),anagencyoftheUnitedNations.

Amendments to the 1974 SOLAS Conventionconcerning radiocommunications for theGMDSSwerepublished in 1989 and entered into force on 1February1992.

All ships over 300 gross tonnage (GRT) oninternationalvoyages,andhencesubjecttothe1974SOLASConvention,havebeenrequiredtocomplywiththecarriagerequirementsoftheGMDSSsince1February1999.

1.5.1 Relevant conventions and legislationThe carriage requirements for ships subject to theSOLASConvention,orvoluntarilyGMDSSequippedarecontainedinChapterIVofSOLASwithamplifyingadviceprovided inAMSAMarine Order 27 (Radio Equipment) 2009. Some requirements (e.g. for SARlocatingdevices) are also contained inChapter IIIof SOLAS, the InternationalLife-SavingAppliance(LSA)Code,andtheHighSpeedCraft (HSC)Code.For vessels not subject to the SOLASConventionbut are required to be GMDSS ‘compatible’ byCommonwealthlegislationthecarriagerequirementsarecontainedinAppendix6AMSAMarine Order 27 (Radio Equipment) 2009. The carriage requirementsforbothGMDSScompliantandGMDSScompatibleshipsaredesignedtoensurethevesselcanmeetthefunctionalrequirementsoftheGMDSSrelevanttothatvesselanditsoperatingarea/s.

1.6 FuNCTIONAl REquIREMENTS

1.6.1 Functional requirements for GMDSS compliant (SOLAS) vesselsThe functional requirements forGMDSScompliantvessels (vessels towhich the SOLASConventionapplies) are contained inRegulation IV/4 of the

SOLASconvention.Thisregulationrequiresthateveryship,towhichtheregulationappliesandwhileatsea,shall be capable of:

• Transmittingship-to-shoreDistressAlertsbyatleasttwoseparateandindependentmeans,eachusingadifferentradiocommunicationservice;

• Receivingshore-to-shipDistressAlerts;

• Transmittingandreceivingship-to-shipDistressAlerts;

• Transmittingandreceivingsearchandrescueco-ordinatingcommunications;

• Transmittingandreceivingon-scenecommunications;

• Transmittingandreceivinglocatingsignals;

• Receivingmaritimesafetyinformation;

• Transmittingandreceivinggeneralradio-communicationsrelatingtothemanagementandoperationofthevessel;and

• Transmittingandreceivingbridge-to-bridgecommunications.

1.6.2 Functional requirements for GMDSS compatible (non-SOLAS) vesselsThefunctionalrequirementsforGMDSS-compatiblevessels (vessels towhich the SOLASConventiondoesnot apply) are contained inProvision 7.2 ofAMSA Marine Order 27 (Radio Equipment) 2009.Thisregulation requires that every ship, towhich theregulationappliesandwhileatsea,shallbecapableprovidingforthesafetyoftheshipwiththeabilityto:

• Performship-to-shoredistressalertingbytwoindependentmeans;

• Transmitship-to-shipdistressalerting;

• Transmitandreceiveon-scenecommunications,includingappropriateSARco-ordinatingcommunications;

• Transmitlocatingsignals;and

• Receivemaritimesafetyinformation.

The installation on the ship must be capable of assisting other ships in distress, particularly theability to:

• Receiveshore-to-shipdistressalerting;and

• Receiveship-to-shipdistressalerting.



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GENERAl pRINCIplES AND FEATuRES OF ThE MARITIME MObIlE SERvICE2

2.1 pRIORITIES OF COMMuNICATIONS IN ThE MARITIME MObIlE SERvICEArticle 53 of the InternationalTelecommunicationUnion Radio Regulations states that all stations in the MaritimeMobileandtheMaritimeMobile-Satelliteservice shall be capable of offering four levels ofpriorityinthefollowingorder:

2.1.1 DistressAdistressmessage indicates that amobileunit orpersonisthreatenedbygraveandimminentdanger,andrequiresimmediateassistance.

Adistressmessagehasabsolutepriorityoverallothercommunications.

• Distresscallstransmittedbyradiotelephonyareprefixedbytheword‘MAYDAY’sentthreetimes.SubsequentmessagesareprecededbythewordMAYDAYonceonly(refertoSection14.7.2).

2.1.2 UrgencyAnurgencymessageindicatesthatthecallingstationhasaveryurgentmessageconcerningthesafetyofamobileunitorperson.

An urgencymessage has priority over all othercommunications,exceptingdistress.

Urgencymessagestransmittedviaradiotelephonyareprefixedbythewords‘PANPAN’sentthreetimes.

2.1.3 SafetyAsafetymessageindicatesthatthecallingstationhasanimportantnavigationalormeteorologicalwarningtotransmit.

A safety message has priority over all othercommunications,exceptingdistressandurgency.

Safetymessagessentviaradiotelephonyareprefixedbytheword‘SECURITE’sentthreetimes.

2.1.4 Routine/public correspondence (Other)Aroutinemessageisonenotcoveredbythepreviouscategories.PublicCorrespondencecommunicationsarethosewhichareusedtoconveyroutineinformationbetweenpersonsonboardvesselsandthoseashorethrough the public telecommunications network.ExamplesofPublicCorrespondencecommunicationsare:telephone,fax,emailanddatamessages.

2.2 TypES OF STATION IN ThE MARITIME MObIlE SERvICE

2.2.1 Ship stationsA ship station is a radio station established on board avesselforcommunicationswithstationsashoreandothershipstations.

2.2.2 Coastal radio stationsA coast radio station is a radio station established on land for thepurposeof communicatingwith shipsatsea.

InAustralia there are typically two typesof coastradio stations:

• MajorCoastStation-astationwhosemajorfunction is the transmission and reception ofmessagesonbehalfofthepublicandalsoprovidesGMDSSdistressandsafetyservices.

• LimitedCoastStation-astationwhosemajorfunctiondoesnotincludethehandlingofmessagesofapubliccorrespondencenature(see2.1.4).ThesestationsdonotprovideGMDSSdistressandsafetyservices,andareoftenoperatedbyvolunteerorganisations,someStateandTerritoryGovernmententitiesandprivateorcommercialentities.

ThetermMaritimeCommunicationsStation(MCS)better describes the stations operated by AMSA at WilunaandCharlevilleandwhichformtheAMSAHFDSCnetwork.

2.2.3 Port operations stationsPort operations stations are established for theoperational control of ships in and around ports andharbours. They are also known as “HarbourControl”stations.SomeofthesestationsareclassifiedasVesselTrafficService (VTS) stations asdefinedby the InternationalMaritimeOrganization (IMO)ResolutionA.857(20).

2.2.4 Aircraft stationsShip stations communicatewith aircraft stationsduringsearchandrescueoperationsondesignatedfrequencies.


2. General Principles and Features of the Maritime Mobile Service

2.2.5 Rescue Coordination Centre (RCC)TheAustralianRCC(referredtoasRCCAustralia)islocatedatCanberra,andoperatedbytheAustralianMaritime SafetyAuthority (AMSA). The RCCcoordinates search and rescue operations for ships and aircraft and thepromulgation of navigationwarning information (referred to asMaritimeSafetyInformation-MSI).AnRCCisconnectedbyvariouscommunicationslinkstocoastradiostations,land earth stations and other search and rescue organisations.

2.3 FREquENCIES AND FREquENCy bANDS

2.3.1 Frequency and wavelengthThenumberoftimesthatthealternatingcurrentinaradiowaveperformsitscompletecyclepersecondisknownasitsfrequency.Theinternationalunit ofmeasurement of frequency is the hertz(abbreviated-Hz).

Thewavelength of a radiowave is the distancebetweentwosuccessivepositivepeaksoftwocycles.Wavelength is inverselyproportional to frequency,i.e. as the frequencyof a radiowave increases, thewavelengthdecreases,andvice-versa.

Thewavelengthof a radiowave isdeterminedbythe formula:wavelength(m)=velocityinmetres(m)s persecond(s)dividedbyfrequencyinhertz(Hz).

Thevelocityofaradiowaveisaconstant 300000000mpersecond.

2.3.2 Units of frequencyUnitsoffrequencyare:Thekilohertz(kHz)=1000hertzThemegahertz(MHz)=1000000hertzThegigahertz(GHz)=1000000000hertz

2.3.3 Sub-division of the radio frequency spectrumThe radio frequency spectrum is sub-divided intoeightbands,asfollows:VeryLowFrequencies (VLF) 3to30kHzLowFrequencies (LF) 30to300kHzMediumFrequencies (MF) 300to3000kHzHighFrequencies (HF) 3to30MHzVeryHighFrequencies (VHF) 30to300MHzUltraHighFrequencies (UHF) 300to3000MHzSuperHighFrequencies (SHF) 3to30GHzExtraHighFrequencies (EHF) 30to300GHz

300 kHz 3 MHz 30 MHz 300 MHz 3 GHz 30 GHz

LF MF HF VHF UHF SHF EHF

518 kHz

2 182 kHz

MF R/T DISTRESS 46

1216

8HF R/T, TELEX, DSC DISTRESS ALERT

121.5 MHz*

156.8 MHz406 MHz

VHF CH16 R/T

1.5/1.6 GHz

4/6 GHz

9 GHz

SART

COSPAS/SARSAT EPIRBS HOMING

Inmarsat B/77 & C DISTRESS ALERT

30 kHz3 kHz

VLF

MF NAVTEX

Figure 2 - ITU radio frequency bands and GMDSS usage

156.525 MHzVHF DSC CH70

161.975 MHzAIS 1

AIS 2

162.025 MHz

* 121.5/243 MHz satellite detection terminated on 1 Feb 2009

AIS-SART

COSPAS/SARSAT EPIRBS DISTRESS ALERT



2.4 FREquENCIES AllOCATED TO ThE MARITIME MObIlE SERvICE

2.4.1 AllocationsThe International Telecommunication Union (ITU) hasallocatedvariousbandsoffrequenciesthroughouttheradiofrequencyspectrumtotheMaritimeMobileServiceandtheMaritimeMobile-SatelliteService.ThebandsandtheirusesaredetailedinFigure2.

2.4.2 Simplex and duplex channelsAllHFandallVHFmarinefrequenciesarearrangedinachannelisedformat.

Channelsaredesignatedaseither:

Simplex–operatingmethodinwhichtransmissionismade possible alternatively in eachdirection of a telecommunication channel, for example, by means of manual (see singlefrequency);or

Duplex– operatingmethodinwhichtransmissionispossible simultaneously in both directions ofatelecommunicationchannel.

2.4.3 Simplex operationAsimplexsystemallowsonlyonestationtotransmitat any one time. Communications equipmentdesigned for simplexoperationusesone antenna,which is connected to either the transmitteror thereceiverthroughachange-overrelayorswitch.

Channelsusedfordistressandcallingpurposesarealwaysoperatedinsimplexmode,sothatallstationscanhearallothersusingthefrequency.SimplexoperationisdepictedinFigure3.

Duplex channels are normally used for publiccorrespondence purposes (i.e. radio telephonecalls).Eachduplexchannelcomprisestwoseparatefrequencies-onefortransmitandoneforreceive.

Duplex operation allows radiotelephone calls toandfromsuitablyequippedvesselsandcoastradiostationstobeconductedinthesamewayastelephonecallsmade over the conventional land telephonesystem-i.e.bothpartiescanspeakandbeheardatthesametime.

Only twostationscanuseaduplexchannelatanyonetime.

Figure 4 - Duplex operation

ATU

Example of Duplex operation on Channel 421

ATU

TX

POWER SUPPLY

ANTENNATUNING UNIT

TRANSMITTER

TX ANTENNA RX ANTENNA

RX

RF EARTH RF EARTH

4125 kHz RECEIVER

RXRECEIVER4417 kHz

TX

POWER SUPPLY

TRANSMITTER

ANTENNATUNING UNIT

Figure 3 - Simplex operation

VHF TRANSMITTER

VHF RECEIVER

RELAYPRESS TO TALK

VHF ANTENNA

156.8 MHz VHF CH 16

RELAY PRESS TO TALK

VHF TRANSMITTER

VHF RECEIVER

VHF ANTENNA

2.4.4 Duplex operationCommunications equipment designed for duplexoperation allows simultaneous transmission andreceptionontwodifferentfrequenciesthroughtheuseofeithertwowidelyspacedantennasoroneantennaconnected to the transmitter and receiver throughspecialcombiningandfilteringcircuitry.

2.4.5 Semi-duplex operationCommunicationsequipmentthatdoesnothavethefacility for simultaneous transmission and reception oftenoperatesin‘semi-duplex’mode-i.e.amethodwhichissimplexoperationatoneendofthecircuitandduplexoperationattheother.

2.4.6 HF Radiotelephone Channel PlanThe HF radiotelephone channel plan is described inAppendix 17 of the ITURadio Regulations, and reproduced in the Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services (carriedbyeveryGMDSSship).

The plan allocates a series of channels for duplex operation,andaseriesofchannelsforsimplex(inter-ship)operation.Duplexchannelsarealwaysreferredtoby their channelnumber.This channelnumberis comprisedof 3 or 4digits, thefirst oneor two



representing the frequencyband (4, 6, 8, 12, 16, 22and26MHz),andthelasttworepresentingtheactualchannelnumber,i.e.channel403isthethirdchannelinthe4MHzband,andchannel1602isthesecondchannelinthe16MHzband.

Appendix17(asperthe2011editionoftheManual for use by the Maritime Mobile and Maritime Mobile- Satellite Services) lists both the simplex and duplex channels available in the 4 to 26MHz range.AsaresultoftheintroductionofGMDSS,andthemoveto satellite-based communicationsmethods, thesesub-bandshavebecomeunder-utilized,andwithfullinternational agreement, newdigital technologiesareexpectedtobeintroducedintothesebands.Eachcountry is allocated a number of channels from each bandforusebyitscoastandshipstations.

2.4.7 VHF radiotelephone channel planTheVHFchannelplanasdescribedinAppendix18of the ITU Radio Regulations, and reproduced in the Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services(carriedbyeveryshipusingtheGMDSS),andisprovidedinAppendix10oftheHandbook.TheRadio RegulationsAppendix18wasupdated at ITUWRC-12, andwhile theGMDSSchannels are unchanged, new single-frequencychannelshavebeencreated,andmoreflexibilityexistsfornewdigitalchannels,aswellaschannelsfortestingofnewtechnologies.Someofthesechangeswillcomeintoeffectfrom1January2017andadministrationsareevaluatinghowthenewchannelsaretobeusedlocally,andtherearesomeregionalvariationsforthenewdigitalchannels.Theremarksbelowrefertothenewchannelplan.

Atotalof68VHFchannelsareavailableintheVHFchannelplan.Of these at least 65 are expected tobe selectable by the user, but additional channels couldbeavailabledependingon themanufacturerprogramming, since anumberof channels canbeoperatedinsingle-frequencyortwo-frequencymodeundervariousAppendix18Notes.

A new channel 2006 has been designated forexperimental use for future applications or systems (e.g.newAISapplications,manoverboardsystems,etc.)– ifauthorisedbyadministrations.Atpresent,no equipment canmonitor this channel, but newequipmentmay.Theeventualusageofthischannelinrealityisyettobedetermined.

Four digit channel numbering

Itwillbenotedthatthechannelplannowincludesfour-digit channelnumbering for certain channels.Equipmentmanufacturers are examininghow thiswillbeincorporatedintotheirequipment.ItisbasedonRecommendationITU-RM.1084-4Annex4,whichadds the“10”prefix to a single-frequency channelnumber, if a two-frequency channel is operatedin single-frequencymodeusing the ship transmitfrequency.Alternatively,the“20”prefixisaddedtoasingle-frequencychannelnumber,ifatwo-frequencychannelisoperatedinsingle-frequencymodeusingcoaststationfrequency.

TwochannelsareexclusivelyforAIS(AIS1andAIS2)andoneisexclusivelyforDSC(Channel70).Eachsimplex andduplex channel is assigneda specificpurposebytheITU.HoweverwhiletheentirelistiscontainedwithintheManual for use by the Maritime Mobile and Maritime Mobile Satellite Services specificallynotethefollowing:

Channel 06: may be employed for communication betweenshipstationsandaircraftstationsengagedinco-ordinatedSARoperationsandshipstationsshouldavoidharmfulinterferenceonthischannel.

Note: Channel 06 is also used in Australia and other countries for port operations, pilotage, tugs, VTS, and harbourmaster purposes.

Channel 13:isdesignatedworldwideasanavigationsafetycommunicationchannelprimarilyforinter-shipnavigationsafetycommunications.

Channel 16:may only be employed forDistress,Urgency,SafetyandCalling.

Channels 15 and 17: may be used for on board communications provided the radiated powerdoesnotexceed1W(lowpowersetting)andsuchcommunicationsarepermitted in thewatersof thecoastalstateinwhichtheshipisoperating.

Channel 70:isusedforDigitalSelectiveCallingforDistress,Safetyandcalling.

Channels 75 and 76:shouldberestrictedtonavigationrelated communications and as these channels are located in the band either side of channel 16 (seeAppendix10).Measuresshouldbetakentominimizethe risk of harmful interference on that channel such asusinglowpower(1W).AtWRC-12,itwasagreedthat these channels shall also be used to enhance the



satellitedetectionofAIS transmissions fromships. NewAISClass-A andClass-B “SO” transceiversfittedwiththiscapability,willautomaticallytransmitaspecialAISMessage27whichcanbedetectedbysatellite,alternativelyonchannels75and76(at12.5watts)every3minutes,whenoutsideVHFcoverageofaterrestrialAISbasestation.Thesetransmissionsarenotexpectedtocauseinterferencetochannel16.

Thefrequenciesof161.965MHzand162.025MHzareknownasAIS1andAIS2andareusedexclusivelyforAIS.

Eachcountrydeterminestheirownindividualchannelallocations,basedontheITUguidelines.Thebandisextensivelyusedbyship,coastal,limitedcoastalandportoperationsstationsworld-wide.

2.4.8 HF Narrow Band Direct Printing (Radio Telex) channel planTheHFNarrowBandDirectPrinting (NBDP-alsoknownas‘RadioTelex’)channelplanisdescribedinAppendix17,SectionIIIoftheITURadio Regulations.

CommercialHFNBDP channels are assigned in asimilar fashion toduplex radiotelephone channels.Eachchannelconsistsoftwofrequencies,onefortheshipandoneforthecoaststation.

AsaresultofWRC-12,theRadio Regulations contains twoversionsofAppendix17,onewhichwillremaininforceuntil31December2016andonewhichwillcomeintoforcefrom1January2017.Thelatteronewillhaveareducednumberofchannelsavailablefornon-GMDSSNBDPandMorsetelegraphy,butanincreasednumber of channels for newdigitally-modulatedemissions,whichalsoprovide for thecombiningofchannelsintowiderblocksforlargerdatarates.

WhileNBDPorTOR(TelexoverRadio)hasbeeninsharpdeclineoveranumberofyearsasacommercialservice, anewmethodof text communicationshasbeen developed using the same spectrum. Thisnewsystemwhichallowstheuseofe-mailovertheterrestrial(HF)bandshasbeendevelopedasaglobalnetwork,butdoesnotformpartoftheGMDSS.

2.4.9 GMDSS distress and safety frequenciesTheITUhasallocatedsimplex(i.e.singlefrequency)frequencies in theMF, theVHF and each of theHFmaritime bands exclusively for distress andsafety purposes. These frequencies are protectedby international agreement, and any transmissioncapableof causingharmful interference todistressandsafetysignalsisprohibited.

2.5 ChARACTERISTICS OF FREquENCIES

2.5.1 Introduction to radio propagationThewayinwhichenergy,intheformofradiosignals,propagatesortravelsfromonepointonthesurfaceoftheEarthtoanother,orfromthesurfaceoftheEarthtoacommunicationssatelliteinorbitaroundtheEarth,dependsupontheradiofrequencyused.

Eachitemofmaritimeradiocommunicationequipmentisdesignedtooperateonaparticularbandofradiofrequencies.Thenatureofthepropagationofthoseradio frequenciesdetermines the rangeordistanceoverwhichcommunicationcanbeestablished.Thisinturngreatlyinfluencestheusetowhichtheparticularradiocommunicationequipmentisput.

2.5.2 Electromagnetic wavesRadiofrequencyenergy,generatedbyatransmitter,isradiatedfromanantennaconnectedtothetransmitter.The antenna is specially designed for use on aparticular bandof frequencies.The radiated radiofrequencyenergytravelsawayfromtheantennaintheformofanelectromagnetic(EM)wave.Visiblelightisoneformofelectromagneticwaveenergy.

Theradiatedelectromagneticwavemaybeformedbythetransmittingantennaintoanarrowbeamwhichmust then be directed in a particular direction in order toestablishcommunication,(e.g.Inmarsatemploysthistypeofantenna).AlternativelytheantennamaybedesignedtoradiateEMwavesomni-directionally(inalldirections).

2.5.3 Ground wave and sky wave propagationRadiowaveswillradiatefromtheantennaas:Surface waves or ground waves-whichwilltravelovertheEarth’ssurface.Thedistanceoverwhichtheywill travel isdeterminedby their radio frequency.VeryLowFrequencies (VLF)will travel thousandsof kmwhileUltraHighFrequencies (UHF) travelonlya fewkm.AtVHFandUHF, it ismainly theheightofthetransmittingandreceivingantennathatdeterminestherangeoverwhichcommunicationcanbeconducted,apartfromthegainofthetransmittingandreceivingantennas.

Sky waves-whichareradiatedupwardsatallanglesfrom theantenna,until they reach the ionosphere.The ionosphere is a layer of ionised particles that lies between50and500kmabovetheearth’ssurface.AtHighFrequencies (HF), theradiowave isrefractedbytheionosphereandreturnstotheearth’ssurface,



havingtravelledoverthousandsofkilometres.Longdistance terrestrial communication is conducted usingHF in thisway.AtVHF,UHFandSHF skywavesarenotabsorbedtoanygreatextentandtravelthrough the ionosphere into space, thus enablingcommunicationsviasatellitetobeconducted.

ThepropagationofgroundwavesandskywavesisdepictedinFigure5.

2.5.4 Ionospheric propagationTheupperatmospheresurroundingtheEarthsuffershighlevelsofultravioletandX-rayradiationfromthesunwhichcausesthegasmoleculesoftheatmospheretoioniseorbecomeelectricallycharged.

These charged ions form into regionsofparticulardensity namely:

region (or Layer) Approx Altitude F2 >210km F1 140–210km E 90–140km D 50–90km

TheDRegionabsorbs radio frequencies around2MHzduringdaytime.AtnighttheionisationleveloftheDRegionreducesandthusdoesnotabsorbtheradioenergyat2MHz.Thereforeradiosignalsaround2MHztravellongerdistancesatnight,reflectedbytheionosphere.

HighFrequencypropagationistotallyinfluencedandcontrolledbythechangingstateoftheionosphere.

Radiopropagationconditionswillvarybythehourduetomagneticstormsandflaresgeneratedbythesun.Completeradioblackoutscanoccur,especiallyathighlatitudes.

2.5.5 Radio propagation at MF and HFAtmediumandhigh frequencies, reliableuse canbemade of both ground and skywave energycomponents allowing communications over shortandlongranges.

MF/HFmarine radio equipmentwill alwaysoffertheoperator a selectionof frequencies indifferentbandse.g.2182kHzinthe2MHzband,4125kHzinthe4MHzband,12290kHzinthe12MHzband,etc.This allows theoperator to select a frequencywhichwill be suitable both for thedistance overwhichcommunicationsarerequired,andthetimeofdayandseason.

Thegeneralruleforfrequencyselectionistousethelowerfrequencieswhenclosetotherequiredstation,and the higher frequencieswhen further away.Duringhoursofdarkness,afrequencylowerthanthatnecessaryduringthedayismorelikelytobeeffective.

Less interference from distant stationswill beexperienced on the lower frequencies. However,in tropicalwaters, high static levelsmaymakecommunicationsdifficultorimpossibleattimes.

A very approximate guide to the use ofMF/HFfrequenciesis:

• Use2MHzbandfrequenciesforcommunicatingwithstationswithin50to150nmiles,dayornight;

• (Note:muchgreaterrangeispossibleatnighton2MHz);

• Use4MHzbandfrequenciesfordaytimecommunicationswithstationsatdistancesgreaterthan60nmilesorifnoresponsetocallson 2MHz,andfornight-timecommunicationswhen2MHzisunsatisfactory;

Figure 5 - Propagation of ground waves and sky waves

Ionosphere

F2F1ED

ReceiverEarth’s surface

Transmitter

Ground waves



• Use6MHzbandfrequenciesfordaytimecommunicationswhen4MHzisunsatisfactory,andatnightwhen2MHzand4MHzareunsatisfactory;and

• Usefrequenciesinthe8,12,16and22MHzbandstoprovideprogressivelygreatercommunicationsdistancesandwhendistancepreventsthesatisfactoryuseofthelowerfrequencies.

Thecorrectselectionisthelowestfrequencythatwillprovidesatisfactorycommunicationswiththewantedstation.However,thisisoftenamatterofexperiencegainedbylisteningtodifferentstationsoperatingoverdifferentrangesratherthan“textbook”knowledge.

Additional guidance in respect of the appropriateHF frequency to employ for communicationswithAustralianMaritimeCommunicationsStations(MCS)isprovidedbytheAustralianGovernment’s(BureauofMeteorology) IPSClient Support Systemwhichis availableon lineat:www.ips.gov.au (then select‘Products&Services’thenselect‘AMSA’under‘ClientSupport’).

This systemprovides hourly frequency coveragecharts for both the AMSA HF stations at Wiluna (WA)andCharleville(Qld)tofacilitateHFfrequencyselectionforshiptoshorecommunication.

2.5.5.1 Maximum Usable Frequency (MUF)

Thisisthemaximum(i.e.highest)usablefrequencywhich is reflected by the ionosphere over anyparticularpath. Itdependson timeofday, timeofyear,latitudeofsendingandreceivingstations,andthestageofthesunspotcycle.IngeneralthestrongestsignalsoccurusingfrequenciesjustbelowtheMUF,for aparticularpathdistance and layer involved.ThegreatestelectrondensityinagivenlayeroftheionospherereflectstheMUF,andanyhigherfrequencywillpenetratetheionospherecompletelyandnotbereflected.MUFsarehigherwhenthesunspotnumberishigh.

2.5.5.2 OptimumTrafficFrequency(OTF)

TheMUFatnightwillbeabouthalfthedaytimevalueforagivenpath.Long-rangecommunicationsatnightcanbequitereliableatlowerfrequencies.TheMUFisgenerallyhigherduringthesummerthaninwinter.Thefirstchoiceofaworkingfrequencyforsustainedreliabilitywouldbe around85%of theMUF.TheOptimumTrafficFrequency(OTF)isatermusedforanoptimalfrequencywhichtakestheabovefactorsintoaccount.

2.5.6 Radio propagation at VHF and UHFUndernormalconditionsthereisnoreflectionofVHFradioenergyfromtheionosphere.Consequently,VHFcommunicationsmustbeconductedbygroundwaveandarethereforeeffectiveforshortrangesonly.

Asageneral rule, the rangeachievable fromVHFcommunications is approximately 10 - 20percentfurtherthanvisuallineofsight.UHFoffersslightlylessrange.Thegreatertheheightsofthetransmittingandreceivingantennas,thegreatertherangeachievedatUHFandVHF.

Under certain atmospheric conditions, particularly during the summermonths, aphenomenon called‘ducting’ occurs,which causes refractionofVHF/UHF signals in the atmosphere, thereby allowingcommunications overmany hundreds or eventhousands of km. Communications under theseconditionsarehighlyunreliableandmustbetakenintoconsiderationwhenmakingdecisionsaboutthesuitabilityofVHF/UHFmarineradioequipmentforagivenapplication.

2.6 COMpONENT pARTS OF MARINE RADIO EquIpMENT

2.6.1 The major parts of radio equipmentMarine radioequipment,whetheroperating in theVHForMF/HFbands, ismadeupof threemajorsections:

• Theantennaoraerial;

• Thetransmitterandthereceiver,and

• Thepowersupply.

Eachpartisdependentontheother.Afaultinanyoneofthepartswillnotallowtheequipmenttofunctioncorrectly.

2.6.2 The antennaTheantennahastwofunctions:

• Duringtransmission,toradiateintospacetheradiofrequencyenergygeneratedbythetransmitter;and

• Duringreception,togatherradiofrequencyenergyfromspaceandpassittothereceiver.

The antenna, therefore, is connected to either the transmitter or the receiver, dependingwhethertransmissionorreceptionistakingplace.



The changeover is controlledby the ‘press to talk’switchorbuttononthemicrophoneorhandset.Whenpressed, the transmitter is turned on and the antenna isconnectedtoit.Whenreleased,thetransmitteristurnedoff and the antenna is re-connected to thereceiver.

OnMF/HF transceivers, to achieve effectivecommunications,itisessentialtoprovidean“earth”tothewatersurroundingthevessel.Usually,thisisachievedbyrunningaheavyflatcopperstripfromthe earth terminalof the transceiver topartof themetallicsuperstructure.

2.6.3 The transmitter and the receiverThefunctionofthetransmitteristoturnvoice(audio)ordatasignalsintoaformwheretheycantraveloververylongdistances.Thisisachievedbyconvertingvoice signals spoken into themicrophoneordatasignalspresentedtothetransmitterintohighpoweredradiofrequencyenergywhichispassedtotheantennaandradiatedasgroundandskywaves.

Thefunctionofthereceiveristoselectonlythoseradiofrequencysignalswhicharerequiredbytheoperatorandamplifythem.Thesesignalsarethenconvertedbackintovoiceordatasignalsandreproducedbyaloudspeakerorfedtoadatadevice.

It is usualwithmarine radio equipment for thetransmitterandreceivertobecombinedinasingleunitcalledatransceiver.

2.6.4 The power supplyThe function of the power supply is to supplyelectricalenergytothetransmitterandthereceivertoenablethemtocarryouttheirtasks.

Fuseslocatedinthewiringbetweenthepowersupplyand the transceiverprotect the equipment againstdamageshouldamalfunctionoccur.

2.7 MODES OF COMMuNICATIONS

2.7.1 OverviewMarine radio equipment uses variousmodes ofemissionfordifferentfunctions.Thesemodescanbesummarisedasfollows:

radiotelephone - the most commonmode ofoperation.Inthismode,voicesignalsaretransmittedoveraradiolinkusingvariousformsofmodulation(seebelow).

Narrow band Direct printing (NbDp)-telexsignalsaretransmittedoverradio.

Digital Selective Calling (DSC)-Apagingsystemthatusesdatasignalstoautomatethetransmissionofdistress,urgencyorsafetycallsviaMF,HForVHFradio.

Asoutlined inSection2.4.6, the ITUhas allocatedaspecific frequency in theMF,eachof theHFandtheVHFmarinebandsfordistressandsafetytrafficvia eachof these threemodesof operation.ThesefrequenciesarelistedinAppendix1.

Thefollowingsectionsexplainthethreemodes.

2.7.2 RadiotelephoneInthissystem,atthetransmitter,audio(voice)signalsaremodulated(orcombined)witharadiofrequencysignal-referredtoasacarrier.Inthereceiver,thesesignals are de-modulated, the audio is separatedfromtheradiocarrier,amplifiedandpassed to theloudspeaker.

There are twomain types ofmodulationused inMaritimeMobileradiotelephonetransmissions-

Amplitude Modulation (AM)and

Frequency Modulation (FM)

Amplitude Modulation (AM) is the method of modulation used on all MF and HF Maritime Mobile Bands. In this system the amplitude of the radiofrequency carrier ismodulated or varied by theaudiosignal.Thistypeofmodulationproducesaradiofrequencycarrierandtwo‘sidebands’whichcontaintheaudioinformation.Itissometimesreferredtoas‘DoubleSideband’.

Thissystemisusedbybroadcastingstations,suchascommercialandABCradiostations.

Single Side band, suppressed carrier. The twosidebands in the double sideband system described previouslyeachcontainidenticalaudioinformation.Single Side Band, suppressed carrier equipmentcontains special filters that completely removethe radio carrier and one of the sidebands from a doublesidebandsignal.Thisallowsagreatincreasein efficiency, as all the radio frequencypower isconcentratedinonesidebandonly-eithertheLowerSideBand(LSB)ortheUpperSideBand(USB).SSBreceivers automatically re-insert the carrier, andde-modulatetheaudiosignalsinthesamewayasadoublesidebandAM(A3E)receiver.



Amplitude Modulated Double Sideband with full Carrier

Amplitude Modulated Single Sideband with full Carrier

Amplitude Modulated Single Sideband with Suppressed Carrier

> ffrequency

CarrierFrequency

Bandwidth of the transmission 6kHz

e.g. Radio Broadcast or Time Signal Transmission

> ffrequency

CarrierFrequency

Bandwidth 3kHz(lower sideband removed by crystal filter)

e.g. MF RT Transmission on 2 182 kHzEmission A3E

> ffrequency

Bandwidth(lower sideband removed by crystal filter)

(carrier frequency removed by balanced modulator)

e.g. RT Transmission on all HF FrequenciesEmission J3E

Suppressed CarrierFrequency

Upper Sideband

Upper Sideband

Upper Sideband

Lower Sideband

Figure 6 - Various forms of amplitude modulation

SingleSideBand,suppressedcarrier(J3E)operationismandatory on all maritime MF and HF radiotelephone channels,apartfrom2182kHz.TheUpperSideBand(USB)modeofoperationisused.SomeequipmentdoesprovidefacilitiestoenableselectionoftheLowerSideBand(LSB)modeofoperation-thismustnotbeused.

Single Side band full carrier. Under the ITU Radio Regulations this mode is only permitted on the MF InternationalDistress frequencyof 2 182kHz.Thismodeisknownas“compatibleAM”orH3E.

Becauseofitsfullcarrier,DoubleSideBandreceiversare able to receive these signals.Although theH3Eemission mode has been phased out, some ships and coaststationscontinuetouseSSBfullcarrier(H3E)on2182kHz.Howeverradiotelephonecommunications,includingdistress traffic, on 2 182 kHz should beconductedonSSBsuppressedcarrieremission(J3E).(Further information is available in ITU2012Radio RegulationsAppendix15.)

Note: At the ITU WrC-07, it was agreed to suppress (i.e. delete) Appendix 13 in the Radio Regulations aspartofa simplificationof theGMDSS and non GMDSS regulations. refer to No. 30 and 33.

The various forms of amplitudemodulation areshowninFigure6.

Frequency Modulation (FM) - in this system thefrequencyoftheradiofrequencycarrierismodulatedorvariedbytheaudiosignal.AsFMproduceshighqualitysound,givensufficientbandwidth,itisusedintelevisionandradiobroadcasting(e.g.FMstereo).

FMisnotusedonmarineMForHFfrequencies.AclosevariantofFM,calledPhaseModulation(PM),isusedexclusivelyontheVHFmarineband.

2.7.3 Narrow Band Direct Printing (NBDP)Thissystem,alsoknownasradiotelex,isbasedonvariouscombinationsoftwotonesbeingsentoveraradiolink.Eachspecifictonecombinationrepresentsdifferent letters of the alphabet andfigures 0 - 9.Themodulationmethodsused forNBDPareverysimilartothoseusedinSSBorFM.Thetonesfromatelexterminalareappliedtothetransmitter,whichmodulates them on a carrier in the same fashion as avoicesignal.Thereceiverdemodulatesthetones,whicharefedtothetelexreceivingequipmentinthesamewayasvoicesignalsarefedtoaloudspeaker.

NBDPisused in theMFandtheHFbandsfor thepromulgationofMaritimeSafetyInformation(MSI-weather reports/navigationwarnings)anddistressandsafetycommunications.ItisnotusedontheVHFmarineband.

Emission A3E



2.7.4 Digital Selective Calling (DSC)DSCisapagingtechniqueusedtoautomatetheinitialcallbetweentwostations.ThetechnicalprinciplesarealmostidenticaltoNBDP,inthattoneinformationistransmittedfromoneDSCsystemtoanotheroveraradiolink.

DSCisusedintheMF,HFandVHFmarinebandsfordistress,urgencyandsafetyalerting.

VHFDSCsystemsoperateatfargreaterspeedthanMForHFsystems-1200bitsofinformationpersecondonVHF,100bitsofinformationpersecondonMF/HF.

2.7.5 Bandwidth of emissionsThebandwidthof a signal is theamountofRadioFrequency spectrum occupied by that signal.Differentmodulationmethods produce differentbandwidths.Typicalbandwidthsforthevariousformsof modulation in maritime are:FM–upto10kHz(howeversignalsofupto16kHz may be accommodated)AM–3kHzSSB–upto3kHz

NBDPandDSC–170Hz

2.7.6 Classification and designation of emissionsAppendix1oftheITURadio Regulations establishes a systemofidentifyingradioemissionsbydesignatingthebandwidthandclassifyingthecharacteristicsoftheemission.Assuchanemissioncanbeidentifiedin terms of:

• Thebandwidthallocated;

• Thecharacteristicsofthemodulationandthemodulatingsignal;and

• Anyadditionalcharacteristics.

A total of nine letters andfigures can beused toclassify a radio emission, thefirst four indicatingthebandwidth, and thenext three themodulationcharacteristics.The last twocharactersareoptionalandmaybeusedtoidentifythedetailsofthesignalandthenatureofmultiplexingwhereappropriate.ThefirsttwogroupsofcharactersareofgreatestrelevancetotheGMDSS,anexampleofhowthesegroupsareemployedisdemonstratedbelow:

Fromtheemissionclassifiedas:2K80J3E

BandwidthThefirstfourcharacters(2K80)designateabandwidthof2.8kHz.

ClassificationThenextthreecharactersgivethe:1. TypeofModulationofthemaincarrier;2. Natureofsignalmodulatingthemaincarrier;and3. Thetypeofinformationtobetransmitted.

FortheexampleJ3Ethiscorrespondsto:J=singlesideband,suppressedcarrier3=singlechannelcontaininganalogueinformationE=telephony

The following simplified designators arecommonlyusedintheGMDSS:J3E=Singlesideband(SSB)F3E=Frequencymodulation(FM)G3E=PhasemodulationusedonVHFF1B or J2B=NarrowBandDirect Printing(NBDP)orDigitalSelectiveCalling(DSC)F3C=Facsimile(Fax)

A complete list of emission designatorsmay befound in the Manual for use by the Maritime Mobile and Maritime Mobile - Satellite Services (detailed in Appendix1,SectionII).ThispublicationiscarriedbyallGMDSSvessels.

2.7.7 Australian GMDSS terrestrial networkTheAustralianGMDSSHFDigitalSelectiveCalling(DSC) network is provided under contract to theCommonwealth byKordia SolutionsPtyLtd,withremote-controlled stations located at Charleville,Queensland andWiluna,WesternAustralia. ThestationsarecontrolledfromasinglemannednetworkcontrolcentrelocatedinCanberraasshowninFigure7.

Figure 7 - Australian GMDSS Terrestrial Network

Canberra- RCC and NCC

Wiluna- HF Site (26 19.50S,

146 15.49E)(26 20.27S,

120 33.24E)

Charleville- HF Site



The servicesprovidedby theCommonwealth aresignificantlydifferent to thosepreviouslyprovidedpriorto1July2002inthatonlyservicesnecessarytomeetAustralia’sGMDSSobligationsrequiredundertheITUConventionsandSOLASaresupported.

ThenetworkconsistsofaHFDSCalertingnetworkwith the ability toprovide follow-onHFvoice orNBDPcommunicationsonat least two frequenciessimultaneously.ThenetworkiscentrallycontrolledandoperatedfromCanberraalongsidetheRCCwithallHF sitesbeingunmanned.The sites are linkedtotheNetworkControlCentre(NCC)andtheRCCdirectlybyaKu-band satellite and indirectlybyaC-bandsatelliteviatheDRFsiteasshowninFigure8.

TheBureauofMeteorologyhasestablishedtransmitsites atCharleville (VMC – “Weather East”) andWiluna(VMW–“WeatherWest”)fortheprovisionofvoice andweather faxbroadcasts. This serviceis co-locatedwith theAustralianMaritime SafetyAuthority’sGMDSSDigital

SelectiveCalling(DSC)network,andusescommonlinking equipment to the operations centre inCanberra.Theweatherserviceusesdedicated1kWtransmitterswithhighandlow-angletake-offomni-directionalantennas.

DetailsoftheservicesandfrequenciesprovidedbytheBureauofMeteorologyareprovidedontheBureau’swebsite:www.bom.gov.au/marine

ForGMDSS-compliant andGMDSS-compatiblevessels, all the high-seasweather informationprovided by the Bureau ofMeteorologyMF/HFserviceisalsoprovidedviaInmarsat-CEGC.

TheAustralianGMDSSHFDigitalSelectiveCallingDSCnetwork,MMSI005030001andstationcallsign(VIC)areusedforcommunicatingwitheitherlocation.TheAustralianGMDSSHFDigitalSelectiveCallingDSCnetworkdoesnotprovidevoicewatchkeepingon thedistress radiotelephony frequencies.MSI istransmittedviaInmarsat-CEGConly.

Network ControlCentre (RCC)

Backup NetworkControl Centre

(DRF Site)

OPTUS 160oE Ku-BAND

INTELSAT 174oE C-BAND

Charleville

Figure 8 - AMSA HF DSC Network

TransmitTransmit Receive

Wiluna

Receive

Permanent commercial services

Microwave link Microwave link

16 Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013



GENERAl FEATuRES AND pRINCIplES OF ThE MARITIME MObIlE AND MARITIME MObIlE-SATEllITE SERvICES3

3.1 FuNCTIONAl REquIREMENTS OF ShIp STATIONS

3.1.1 Regulatory requirementsTheGMDSSregulations,asdetailedintheInternationalSOLASConvention(seeChapter1,Section1.6)requirethateveryshipshallbecapableof:• Transmittingship–to–shoreDistressAlertsbyat

leasttwoseparateandindependentmeans,eachusingadifferentradiocommunicationservice;

• Receivingshore–to–shipDistressAlerts;• Transmittingandreceivingship–to–shipDistress

Alerts;• Transmittingandreceivingsearchandrescue

coordinatingcommunications;• Transmittingandreceivingon–scene

communications;• Transmittingandreceivinglocatingsignals;• Receivingmaritimesafetyinformation;• Transmittingandreceivinggeneralradio

communicationsrelatingtothemanagementandoperationofthevessel;and

• Transmittingandreceivingbridge–to–bridgecommunications.

Equipmentperforming the functionsdetailedabovemustbesimpletooperateand,whereverappropriate,bedesigned forunattendedoperation. In addition,DistressAlertsmustbeable tobe initiated fromtheposition fromwhich the ship isnormallynavigated(i.e.thebridge).

TheGMDSS combines various sub-systems - allofwhichhavedifferent limitationswith respect tocoverage - into one overall system.The followingsectionssummarisethevariousGMDSSsub-systems.

3.1.2 Terrestrial communications - long rangeLongrangeservicesareprovidedbytheuseofHighFrequencies(HF).AsdetailedinAppendix2,frequencieshavebeendesignatedinthe4,6,8,12and16MHzHFmarinebandstoprovidemeansfortransmittingandreceivingDistressAlertsandforpassingdistressandsafetytraffic.Initialcallstoandfromshipsarenormally

performed by Digital Selective Calling (DSC)techniques, and the subsequent communicationsby either radiotelephony orNBDP. Frequenciesare also available for commercial traffic and thedisseminationofMaritimeSafetyInformation.

3.1.3 Terrestrial communications - medium rangeMFradiocommunicationsprovidethemediumrangeservice.Intheship-to-shore,ship-to-ship,andshore-to shipdirection, 2 187.5kHz isused fordistressalerts and safety callsusingDSC.AsAustralia isadesignatedA3SeaArea,MFDSCisonlyusedinourocean region for ship-to-shipalerting.DSC isusedforinitialcallstoandfromships,followedbycommunicationsviaradiotelephonyorNBDPonthedesignatedchannelasindicatedintheDSCmessage.

3.1.4 Terrestrial communications - short rangeShortrangeservicesareprovidedbytheuseofVeryHighFrequencies(VHF).DSCisusedforinitialcalls,followedby communications on radiotelephony(NBDP is not used on VHF). VHFDSC is notprovided fromofficial shore stations inAustralia,butsomelimitedcoaststationsmaymonitorDSConavoluntarybasis,andisusedprimarilyforship-to-shipalertinginAustralianwaters.VHFvoiceisalsousedforon-scenedistresscommunicationstoandfromsurvivalcraft.

3.1.5 Satellite communications - InmarsatSatellitecommunicationsareusedinbothship-shoreandshore-shipdirections.

3.1.6 Ship and shore distress alertingTheGMDSS enables a ship indistress to send amessage invariousways,andbevirtuallycertainthatthemessagewillbereceivedandactedupon.Thedistress, urgency or safetymessagewill bepicked up by ships in the area, and by shore stations inrange(aswiththeoriginalsystem),ifsentonMF,HForVHFDSC.ItwillbepickedupbyMRCCsiftransmitted by Inmarsat or satellite distress beacons, and relayed to coast stations and ship stations as requiredinthesecases.


3. General features and principles of the Maritime Mobile and Maritime Mobile-Satellite Services

3.2 EquIpMENT CARRIAGE REquIREMENTS FOR SOlAS vESSElS

3.2.1 IntroductionEquipment requirements forGMDSSvessels varyaccording to the area (or areas) inwhich a shipoperates.Coastal vessels, for example, onlyhavetocarryminimalequipment if theydonotoperatebeyondtherangeofshorebasedVHFstations(SeaAreaA1). Shipswhich trade further from landarerequiredtocarryMFequipmentinadditiontoVHF(seaareaA2).ShipswhichoperatebeyondMFrangearerequiredtocarryHFand/orInmarsatequipmentinadditiontoVHFandMF(seaareasA3andA4).

3.2.2 Minimum requirementsEveryGMDSSshipisrequiredtocarrythefollowingminimumequipment(asdefinedbySOLASChapterIV,regulation7):

• AVHFradioinstallationcapableoftransmittingDSConchannel70,andradiotelephonyonchannels16,13and6;

• ASART(Twoonvesselsover500GRT,oneonvessels300-500GRT);

• ANAVTEXreceiver,iftheshipisengagedonvoyagesinanyareawhereaNAVTEXserviceisprovided;

• AnInmarsatEGCreceiver,iftheshipisengagedonvoyagesinanyareaofInmarsatcoveragewhereMSIservicesarenotprovidedbyNAVTEXorHFNBDP;and

• A406MHzEPIRB.VesselstradingexclusivelyinseaareaA1mayfitaVHFDSCEPIRBinlieuofa406MHzEPIRB).

3.2.2.1 passenger ships

Everypassengershipshallbeprovidedwithmeansof two-way on-scene radio-communications forsearchand rescuepurposesusing theaeronauticalfrequencies 121.5MHz and 123.1MHz from thepositionfromwhichtheshipisnormallynavigated.

3.2.3 Equipment carriage requirements for GMDSS sea areasThecarriagerequirementsforthevariousGMDSSseaareasaredefinedinthefollowingregulationstakenfromSOLASChapter IV.DetailedguidelineswhenimplementingnewGMDSS installations onboardSOLASshipsshouldbereferredtoCOMSAR/Circ.32.

Radio equipment – sea area A1In addition to carrying the equipment listed in Section 3.2.2 every ship engaged on voyages exclusively in sea area A1 shall be provided with either of the following installations for the transmission of ship- shore Distress Alerts:• A 406 MHz EPIRB, (which may be the one

specified in Section 3.2.2) installed close to, or capable of remote activation from the position from which the ship is normally navigated;

OR• A VHF DSC EPIRB, installed close to, or

capable of remote activation from the position from which the ship is normally navigated;

OR• A MF DSC System, if the ship is engaged on

voyages within coverage of MF coast stations equipped with DSC;

OR• A HF DSC System;OR• An Inmarsat ship earth station.** This requirement can be met by Inmarsat ship earth stations capable of two-way communications, such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this footnote applies to all requirements for an Inmarsat ship earth station prescribed by this chapter.

Radio Equipment - sea areas A1 and A2In addition to carrying the equipment listed in Section 3.2.2, every ship engaged on voyages beyond sea area A1, but remaining within sea area A2, shall be provided with:

• AnMFradioinstallation capable of transmitting and receiving, for distress and safety purposes, on the frequencies:

- 2 187.5 kHz using DSC; and

- 2 182 kHz using radiotelephony.

• ADSCwatchkeepingreceiveroperatingon 2187.5kHz

Means of initiating the transmission of ship-to shore Distress Alerts by a radio service other than MF, either:

• A406MHzEPIRB, (which may be the one specified in Section 3.2.2) installed close to, or capable of remote activation from the position from which the ship is normally navigated;

OR

• AHFDSCsystem;

OR

• AnInmarsatshipearthstation;*

OR• The ship shall, in addition, be capable of transmitting

and receiving general radio-communications using



radiotelephony or direct-printing telegraphy by either:- A HF radio installation operating on working

frequencies in the bands between 1 605 kHz and 4 000 kHz or between 4 000 kHz and 27 500 kHz. This requirement may be fulfilled by the addition of this capability in the MF equipment referred to earlier;

OR- An Inmarsat ship earth station.*

* This requirement can be met by Inmarsat ship earth stations capable of two-way communications such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this footnote applies to all requirements for an Inmarsat ship earth station prescribed by this chapter.

Radio equipment - sea areas A1, A2 and A3These vessels have two broad options to satisfy their GMDSS requirements. The options allow a vessel to choose the primary method to be used for ship-shore alerting:

OPTION 1In addition to carrying the equipment listed in Section 3.2.2, every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area A3, shall,ifitdoesnotcomplywiththerequirements of Option 2, be provided with:• AnInmarsat-Cshipearthstation;• An MF radio installation capable of transmitting

and receiving, for distress and safety purposes, on the frequencies:- 2 187.5 kHz using DSC; and- 2 182 kHz using radiotelephony.

• ADSCwatchkeepingreceiver operating on 2187.5 kHz.

Means of initiating the transmission of ship-to-shore Distress Alerts by either:• A 406 MHz EPIRB, (which may be the one

specified in Section 3.2.2) installed close to, or capable of remote activation from the position from which the ship is normally navigated;

OR• A HF DSC system.

OROPTION 2In addition to carrying the equipment listed in Section 3.2.2, every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area A3, shall, if it does not comply with the requirements of Option 1, be provided with:• An MF/HF radio installation capable of transmitting

and receiving, for distress and safety purposes, on all distress and safety frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4 000 kHz and 27 500 kHz: using DSC, radiotelephony; and NBDP.

• AnMF/HFDSCwatchkeepingreceiver capable of maintaining DSC watch on 2 187.5 kHz, 8 414.5 kHz and on at least one of the distress

and safety DSC frequencies 4 207.5 kHz, 6 312 kHz, 12 577 kHz or 16 804.5 kHz; at any time, it shall be possible to select any of these DSC distress and safety frequencies.

Means of initiating the transmission of ship-to-shore Distress Alerts by a radiocommunication service other than HF, either:• A 406 MHz EPIRB, (which may be the one

specified in Section 3.2.2) installed close to, or capable of remote activation from the position which the ship is normally navigated;

OR• An Inmarsat ship earth station.*In addition, ships shall be capable of transmitting and receiving general radiocommunications using radiotelephony or direct-printing telegraphy by an MF/HF radio installation operating on working frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4000 kHz and 27 500 kHz. This requirement may be fulfilled by the addition of this capability in the MF/HF equipment referred to earlier.

* This requirement can be met by Inmarsat ship earth stations capable of two-way communications such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this footnote applies to all requirements for an Inmarsat ship earth station prescribed by this chapter.

Radio equipment - sea areas A1, A2, A3 and A4In addition to carrying the equipment listed in Section 3.2.2, every ship engaged on voyages in all sea areas shall be provided with:• An MF/HF radio installation capable of

transmitting and receiving, for distress and safety purposes, on all distress and safety frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4 000 kHz and 27 500 kHz: using DSC, radiotelephony; and NBDP.

• AnMF/HFDSCwatchkeepingreceiver capable of maintaining DSC watch on 2 187.5 kHz, 8 414.5 kHz and on at least one of the distress and safety DSC frequencies 4 207.5 kHz, 6 312 kHz, 12 577 kHz or 16 804.5 kHz; at any time, it shall be possible to select any of these DSC distress and safety frequencies.

Means of initiating the transmission of ship-to- shore Distress Alerts by:• A 406 MHz EPIRB, (which may be the one specified

in Section 3.2.2) installed close to, or capable of remote activation from the position from which the ship is normally navigated.

In addition, ships shall be capable of transmitting and receiving general radiocommunications using radiotelephony or direct-printing telegraphy by an MF/HF radio installation operating on working frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4 000 kHz and 27 500 kHz. This requirement may be fulfilled by the addition of this capability in the MF/HF equipment.



Figure 9 - Equipment required for Australian GMDSS vessels trading without an onboard maintainer

TwocompleteVHFinstallations,providing radio-telephone and DSC operation (for vessels trading to or through A1 areas, and for all vessels from 1999)

• OneInmarsat-Csystem

• OneMF/HFradiosystemprovidingradiotelephone, DSC and NBDP operation

• OneMF/HFscanningDSCwatchkeepingreceiver

ORacombinationof:

• TwoInmarsat-Csystems• OneMFradiosystemproviding

radiotelephone and DSC operation• OneMFDSCwatchkeepingreceiver

ANDeitheracombinationof:

ANAVTEXreceiver (if the vessel trades to or through an A2 area)

AND

• One406MHzEPIRB(mounted in a float free bracket located close to the navigating bridge)

• TwoSearchandRescueRadarTransponders(SARTs) (one for vessels 300-500 GRT) or AIS Search and Rescue Transmitters (AIS- SARTs)

• ThreeportableVHFtransceiversforuseinsurvivalcraft (two for vessels 300-500 GRT)

AND

Figure 9 summarises the equipmentAustralianGMDSSvesselsarerequiredtocarry.

3.3 EquIpMENT CARRIAGE REquIREMENTS FOR NON-SOlAS vESSElSAsnotedinSection3.2equipmentrequirementsforGMDSSvesselsvaryaccordingtothearea(orareas)inwhichashipoperates.Forvesselsnotsubject totheSOLASConventionbutsubjecttotheNavigation Act 2012 and required to beGMDSS compatiblecarriage requirements areonly stipulated relevanttoSeaAreaA3andA4.ThisisbecausethesevesselsshouldexpecttooperatebeyondMFrangesduringdomesticvoyagesnoting thatallAustralianwatersare designated SeaAreaA3. The recommendedequipment carriage requirements for non-SOLAS

VesselsarecontainedinAppendix7ofAMSAMarine Order 27 (Radio Equipment) 2009.

3.3.1 On Australian coastal voyages (Sea area A3)Option 1• A VHF radio installationwithDSCcapability;

• An MF radio installationcapableoftransmittingandreceiving,fordistressandsafetypurposes,onthefrequencies:- 2187.5kHzusingDSC;and- 2182kHzusingradiotelephony;

• A DSC watchkeeping receiveroperatingon 2187.5kHz;

• Anapproved9 GHz search and rescue radar transponder (SArT) or an approved AIS Search and rescue Transmitter (AIS-SArT);

• An INMArSAT ship earth station capable of:- Transmittingandreceivingdistressand

safetycommunicationsusingdirect-printingtelegraphy;

- Initiatingandreceivingdistressprioritycalls;- Transmittingandreceivinggeneralradio

communications,usingeitherradio-telephonyordirect-printingtelegraphy;and

- ReceivingMaritimeSafetyInformation(MSI)usingenhancedgroupcalling.

• Anapproved406 MHz EpIrb;and

• A hand held VHF radiotelephone apparatus fittedwithVHFchannels6,13,16and67.

Option 2• A VHF radio installationwithDSCcapability;

• An MF/HF radio installation capable of transmittingandreceiving,fordistressandsafetypurposes,onalldistressandsafetyfrequenciesinthebandsbetween1605kHzand4000kHzandbetween4000kHzand27500kHz:usingDSCandradiotelephony;

• An MF/HF DSC watchkeeping receiver capable ofmaintainingDSCwatchon2187.5kHz, 8414.5kHzandonatleastoneofthedistressandsafetyDSCfrequencies4207.5kHz,6312kHz, 12577kHzor16804.5kHz;atanytime,itshallbepossibletoselectanyoftheseDSCdistressandsafetyfrequencies;




• An INMArSAT ship earth station capable of receivingMaritimeSafetyInformation(MSI)usingenhancedgroupcalling;



3.3.2 On international voyages (Sea area A3)Non-SOLASvessels shall be required to befittedwith,inadditiontoequipmentlistedat3.3.1above,aNAVTEXreceiverwhenoperatinginNAVTEXareas.

3.3.3 On voyages in sea area A4• A VHF radio installation withDSCcapability;

• An MF/HF radio installation capable of transmittingandreceiving,fordistressandsafetypurposes,onalldistressandsafetyfrequenciesinthebandsbetween1605kHzand4000kHzandbetween4000kHzand27500kHz:usingDSC,radiotelephonyandNBDP;

• An MF/HF DSC watchkeeping receiver capable ofmaintainingDSCwatchon2187.5kHz,8414.5kHzandonatleastoneofthedistressandsafetyDSCfrequencies4207.5kHz,6312kHz,12577kHzor16804.5kHz;atanytime,itshallbepossibletoselectanyoftheseDSCdistressandsafetyfrequencies;


• An INMArSAT ship earth station capable of receivingMaritimeSafetyInformation(MSI)usingenhancedgroupcalling;



Note: GMDSS ships are required to monitor VHF channel 16 ‘where practicable’. Watchkeeping on channel 16 is to continue until further notice.

3.4 TypES OF AlERTING FROM GMDSS vESSElS

3.4.1 Types of alertsThereare twoways inwhichadistressedGMDSSvesselmaybroadcastadistressmessage:

• Ship to shore alerts-aredirectedviaCoastStationsandLandEarthStationstothenearestRescueCoordinationCentre(RCC).TheRCCfortheAustralianareaislocatedinCanberra,

operated by the Australian Maritime Safety Authority(AMSA).ItisconnectedbylandlinetotheAustralianLandEarthStationatPerth,aswellastheAustralianGMDSSHFDSCnetwork.

ShiptoshoreDistressAlertsmaybesenteither:- UsingVHFDSC(forshipsinA1seaareas);- UsingMFDSC(forshipsinA2seaareas);- UsingHFDSC(forshipsinA3andA4sea

areas);or- Viaoneofthetwosatellitesystems(Inmarsat

orCOSPAS-SARSAT). Surroundingshipswillnotdirectlyreceive

themessageifsentviaoneofthetwosatellitesystems, as the systems pass it directly to the nearestRCC.DistressalertssentviaHFDSCarereceivedbysuitablyequippedcoastradiostations,andpassedtothenearestRCC.OncetheRCChasreceivedthemessage,itwillre-broadcastittoallshipsintheareaviaInmarsatsatellite,and/orterrestrialradiofromthenearestcoastradiostation.

• Ship to ship alerts-aresentusingterrestrialradioonaVHFand/orMFfrequency,usingDigitalSelectiveCalling(DSC).Allshipsinrangewillreceivethecall,rangebeingdeterminedbyfrequencybandused.Inaddition,thenearestcoastradiostationmayreceivethecall-dependingagainuponthedistanceandfrequencyused.

3.4.2 Methods of sending alertsSpecificmethodsforsendingDistressAlertswillvarydependinguponthevesselsareaofoperation,andaresummarisedasfollows:

AreaA1- shipswill transmit a ship-shipand ship-shorealertonVHFchannel70,usingDSCorby aVHFDSCEPIRB.Other ships inrange, and thenearest coast radio stationwillreceivethecalldirectly.

AreaA2- shipswill transmit a ship-shipand ship-shorealertonMFDSC.Allshipsandcoaststationsinrangewillreceivethecall,asforareaA1. Shipsmayalso transmit a ship-shorealertviasatelliteEPIRB.

AreaA3- shipswilltransmitaship-shipalertonVHF/MFDSCanda ship-shorealert eitherviaInmarsat-CorHFDSCandsatelliteEPIRB.

AreaA4- shipswilltransmitaship-shipalertonVHF/MFDSCandaship-shorealertononeofthehigherHFDSCfrequencies(8,12or16MHz).Inaddition,aship-shorealertwillbesentviaCospas-SarsatEPIRB.



3.5 WATChKEEpING ON DISTRESS FREquENCIES

3.5.1 RequirementsEveryGMDSS ship,whilst at sea shallmaintain acontinuouswatch:

• OnVHFDSCchannel70

• OnVHFchannel16wherepracticable.

• Onthe2MHzDSCfrequencyof2187.5kHz,iftheshipisrequiredtobefittedwithMFDSCfacilities.

• On8MHzandatleastoneofthe4,6,12or16MHzHFDSCdistressfrequencies(asappropriatefor the time of the day and the position of the ship)iftheshipisrequiredtobefittedwithHFDSCfacilities.Thiswatchmaybekeptbymeansofascanningreceiver(seeSection8.3.2).

• ForInmarsatshore-to-shipDistressAlerts,iftheshipisrequiredtobefittedwithanInmarsatshipearthstation.

• ForMaritimeSafetyInformationbroadcasts,usingtheappropriatesystem(s)withwhichtheshipisequipped(e.g.NAVTEX,EGCorNBDP).

Thesewatchesmustbekeptfromthepositionfromwhichthevesselisnormallynavigated.

3.5.2 Suggested frequencies for DSC watchkeepingTable1isaguidetochannelselectionforAustraliancoastaltradingGMDSSvesselsrequiredtoscanHFDSC channels. For thosewithon line accessmorespecific information canbeobtained from the IPSClientHAPSchartsasdetailedinSection2.5.5.

Note: 2 187.5 kHz watchkeeping is mandatory for all vessels. For vessels equipped with HF, 8 414.5 kHz watchkeeping is mandatory.

3.6 SOuRCES OF ENERGy OF ShIp STATIONS

3.6.1 Power sourcesGMDSSequipmentisrequiredtobepoweredfrom:

• Theship’smainsource(normalalternatorsorgenerators);

• Theship’semergencysource(emergencygenerator-iffitted);and

• Adedicatedradiobatterysupply.

When the reserve source of power consists ofrechargeablebatteries,thearrangementmayconsisteither of batteries used solely in the absence of ship’s power supply or of batteries used in anuninterruptiblepower supply (UPS) configuration.(SeeSection16.6.3).

3.6.2 Battery supply capacityThebatterysupplyreferredtoabove isrequiredtosupplytheGMDSSequipmentforaperiodof:

• 1h,forshipsfittedwithanapprovedemergencygenerator;and

• 6h,forshipsnotfittedwithanapprovedemergencygenerator.

3.6.3 Battery charging facilitiesAnautomaticbattery charger, capableof chargingGMDSS radio batteries to minimum capacityrequirementswithin10h,andmaintainingthechargestatemustbefitted.AustralianGMDSSvesselsarefittedwithanaudibleandvisualalarm to indicatefailureofthisbatterycharger.Theaudiblealarmmayberesetbutthevisualalarmcannotberesetuntilthefaulthasbeenrectified.

FulldetailsofrecommendedGMDSSpowersuppliesandconfigurationarecontainedinIMOCOMSAR/Circ.16.ThisisreproducedatAppendix7.

Location/Time SuggestedHFDSCdistresschannels tobemonitored(kHz)

All areas - Night 4 207.5 6 312 8 414.5

Bass Strait - Day 8 414.5 12 577 16 804.5

East Coast and Tasman Sea - Day 8 414.5 12 577 16 804.5

Remote parts of the Australian coast - Day 8 414.5 12 577 16 804.5

Table 1 - Frequencies for DSC Watchkeeping



3.7 MEANS OF ENSuRING AvAIlAbIlITy OF ShIp STATION EquIpMENT (SOlAS vESSElS ONly)

3.7.1 MethodsTherearethreemethodsusedtoensureavailabilityofGMDSSradioservices:

• Atseaelectronicmaintenance,requiringthecarriageofaqualifiedradio/electronicofficer(holdingaGMDSSFirstorSecondClassRadio-ElectronicCertificate)andadequatespares,manualsandtestequipment;or

• Duplicationofcertainequipment;or

• Shore-basedmaintenance.

3.7.2 Sea area requirementsShipsengagedonvoyagesinseaareasA1andA2arerequiredtouseatleastoneofthethreemaintenancemethodsoutlinedabove,oracombinationasmaybeapprovedbytheirflagadministration.ShipsengagedonvoyagesinseaareasA3andA4arerequiredtouseatleasttwoofthemethodsoutlinedabove.

3.7.3 Equipment to be duplicated for area A3 vesselsIfavesseloperatinginseaareaA3usesduplicationof equipment as one of the twomethodsused toguaranteeavailabilityofradioservices,thefollowingduplicatedequipmentisrequiredtobecarried:

Two completeVHF installations (includingDSC),and either:

• TwocompleteInmarsat-Csystems;or

• OnecompleteInmarsat-CsystemandonecompleteMF/HFradiosystem(includingscanningDSCreceiverandNBDPequipment).

3.8 OpERATOR quAlIFICATIONS

3.8.1 General requirementsAustralia is amember of the International Tele-communication Union (ITU), the international body establishedtoprovidestandardisedcommunicationsprocedures,usageoffrequenciesandregulationsonaworld-widebasis.

AllAustralian GMDSS equipped ship stationsmust be under the control of a personholding avalid operator’s certificate issued in accordancewith ITU regulations and the Commonwealth’sRadiocommunications Act 1992.

The categories of operators’ certificates valid forGMDSS-equippedshipsare:• FirstClassRadio-ElectronicCertificate;• SecondClassRadio-ElectronicCertificate;and• GMDSSGeneralOperator’sCertificate.

3.8.2 Technical qualificationsThe First and Second Class Radio-ElectronicCertificates are technical qualifications. They arerelevanttopersonnelaboardGMDSSvesselswhereanon-boardmaintainermustbecarried.Information concerning training and examinationfor the First and SecondClass Radio-ElectronicCertificatesshouldbesoughtfromthe:AdmissionsOfficer,AustralianMaritimeCollege,POBox986,Launceston,Tasmania7250.

3.8.3 Non-technical qualificationTheGMDSSGeneralOperator’sCertificateisanon-technicalqualificationandisrelevantto:• VesselssubjecttotheCommonwealth’sNavigation

Act 2012whereanon-boardmaintainerisnotcarried(i.e.whereduplicationofmostGMDSSequipmentmustbeprovided);and

• VesselsvoluntarilyequippedwithGMDSSequipment.

3.8.4 Australian Navigation Act operator requirementsAnAustralianGMDSSvesselwhichusesequipmentduplicationandthereforedoesnotrequireanon–boardmaintainer,mustcarrythefollowingqualifiedoperators:• Foranon–passengership,everypersonincharge

ofanavigationalwatchmustholdavalidGMDSSGeneralOperator’sCertificate.

• Forapassengership,inadditiontotheaboverequirements,onepersonotherthantheMasteroraDeckOfficermustalsoholdavalidGMDSSGeneralOperator’sCertificate,althoughthismaybewaivedifAMSAissatisfiedthatthereareenoughGMDSSGOCsonboard.

OnallGMDSSships,oneoftheholdersoftheGMDSSGeneralOperator’scertificatemustbedesignatedontheship’smusterlistashavingprimaryresponsibilityforradiocommunicationsduringdistressincidents.AnAustralianGMDSSvesselwhichdoesnotuseequipmentduplicationmustcarryonepersonholdingavalidGMDSSFirstorSecondClassRadio–ElectronicCertificate.Radio operator qualifications are covered underAMSA Marine Order 6 (Marine radio qualifications) 2000.



3.9 lICENCES, SAFETy RADIO CERTIFICATES, INSpECTION AND SuRvEyS

3.9.1 The SOLAS ConventionContracting governments to the InternationalConvention for the Safety of Life at Sea (SOLAS)base their ownnationalmarine radio regulationson the corresponding SOLAS regulations.AMSAMarine Orders are based on the applicable chapters of the SOLAS regulations andSeafarers’Training,CertificationandWatchkeeping(STCW)Code.

Radio equipment is covered inMarineOrder 27.GMDSS requirements are alsomentioned in somewayinMarineOrder21,25,28and62.

3.9.2 Annual radio surveysTheSOLASconventionsetsdownsurveyrequirementsleading to the issueof statutory radio certificates toshipsaspartof their international certification.Theradioequipmentmaybesurveyedata12monthorfiveyearintervalforthere–issueofthisstatutorycertificate.Whereafiveyearintervalisusedtheequipmentmustbeinspectedannuallyandthecertificateendorsed.

On completionof a successful survey, vessels areissuedannual SafetyRadioCertificates to indicateconformitywith the applicable SOLAS regulationor regulations. The certificate includesdetails oftheequipmentrequiredtosatisfyvariousfunctions,containedinaRecordofEquipmentattachedtotheSafetyRadioCertificate.

AllGMDSSequipmentusedonAustralianvesselsmust be of a type approved byAMSA and/orthe ninemajorClass Societies;AmericanBureauof Shipping (ABS), Bureau Veritas (BV), ChinaClassification Society (CCS),DetNorskeVeritas(DNV),GermanischerLloyd (GL),KoreanRegisterofShipping(KR),LloydsRegister(LR),NipponKaijiKyokai (NKK) andRINAServices S.p.A, for shipstationuse.Theequipment is required tomeet therelevantperformance standards and configurationrequirementsspecifiedinAMSAMarineOrders.

3.9.3 Equipment licensingAll transmitting equipment (including Inmarsatequipment) on board ship stations is required tobelicensedbytheAustralianCommunicationsandMediaAuthority (ACMA). Someequipment (e.g.MF/HFequipment)iscoveredunderaMaritimeShipStation Licence, and the remainder (such as Inmarsat terminals,VHF,AIS,radarsandEPIRBs)arecoveredunderClassLicences.

Unless coveredunder aClass Licence, under theRadiocommunications Act 1992, a station licence issued bytheACMAisnecessarybeforeradiotransmittingequipment is installed orusedon anyAustralianvessel.Application for a licencemay bemade inpersonatanyACMAoffice.Alternatively,acompletedapplicationformwiththeappropriatelicencefeemaybesubmittedthroughthepost,faxore-mail.

TheMaritimeShipLicencewillshowthestationlicensee,thenameandcallsignoftheshipandtheconditionsunderwhichthestationmustbeoperated.Thestationlicenseeislegallyobligedtoensurethattheselicenceconditionsareobserved,suchaspreservingthesecrecyofcommunications(seeSection18.3.2).

A ship station licence cannot be transferred to another person,businessorcompany.Itistheresponsibilityof thepurchaserof avessel equippedwithmarineradiotransmittingequipmenttomakeapplicationtotheACMAforashipstationlicence.

3.9.4 Licensing of other shipboard radiocommunication equipmentThe Radiocommunications Act 1992 requires that allradio transmitters be licensed unless exempted under theAct.

Amateurbandorlandmobileequipmentinstalledonavesselisnotcoveredbyashipstationlicenceandmustbelicensedseparately.Theuseofcellulartelephonesonboardvesselsisauthorisedbytransmittinglicencesheldbytheserviceprovider.

Emergency Position Indicating Radio Beacons(EPIRBs)donotrequireseparatelicencingsincetheyarecoveredunderaClassLicence.

3.9.5 Restrictions to the use of shipboard radio equipmentDue to riskof explosion, radio transmissionsmustnotbemade,andalltransmittingantennasmustbeearthed (with the exceptionofVHFantennas, andInmarsatantennas)whenavesselisloadingfuel,orwhenloadingordischarginganyflammablecargo.Vessels should consult localportor shore terminalguides toverifywhichequipment cannotbeused,orswitchedtolowpowerwheninportofalongside.Someforeignadministrationsmayalsoprohibittheuseofshipboardradioequipmentintheirports.



3.10 ShIp STATION IDENTIFICATIONA ship station licence issued byACMA to anAustralianvesselwillshowtheofficialinternationalradiocallsignallocatedtotheship.

Each radio call sign isunique andmay consist offive lettersor a combinationof letters andfigures.CallsignsforAustralianvesselsparticipatingintheGMDSSareusuallyassignedacall signwhich isacombinationof four letters commencingwith theletters‘VJ,VK,VL,VM,VNorVZ’(thesearelicensedbytheACMAasshipstationsClassC.HoweverthereareoccasionalexceptionsforsomeSOLASvesselsonthecoastaltrade,whereaseven-characterformatisinuse,withtwolettersasabove,followedbyanotherletter (which can be any letter), followedby fournumerals(ThesevesselsarelicensedatshipstationsClassB).

Theradiocallsignmustbeusedwheneverconductingcommunicationsbyradiotelephony.

Transmissions fromVHF radio equipment aboardsurvival craft should be identified by the use oftheparentvessel’scall sign followedby twodigits(otherthan0or1wheretheyfollowaletter,refertoITU Radio Regulations No.19.60).Thenumbers22arenormallyused.

406MHzEPIRBsareidentifiedbyauniquebeaconidentificationcodewhichincludesa3–digitcountryidentifier.

Amaritimemobile service identity (MMSI) isnecessary forDSCoperationsandwillbeassignedon application to theRescueCoordinationCentrelocated in the Australian Maritime Safety Authority HeadofficeinCanberra,freecallnumber1800406406fromwithinAustralia.

In Australia, Inmarsat issues Inmarsat Mobile Numbers(IMN)toshipsforusewithmarinesatellitecommunicationsequipment.


4. Introduction to the Inmarsat system and the Maritime Mobile-Satellite Service


INTRODuCTION TO ThE INMARSAT SySTEM AND ThE MARITIME MObIlE-SATEllITE SERvICE4

4.1 MARITIME SATEllITE COMMuNICATIONS

4.1.1 InmarsatInmarsat’s primary satellite constellation consistsoffoursatellitesingeostationaryorbit,coveringthesurfaceoftheearthuptolatitude76degreesNorth/South, comprising IMOsea areaA3.The Inmarsatsystemprovidesvoice,e-mail,telex,dataandfacsimileservices toshipping. Thesystemalso incorporatesdistressandsafetycommunicationsservices.

TheInmarsatservicesinAustraliaareprovidedviathePerthLandEarthStation(LES)inWesternAustraliaandlinkedalsototheBurumLandEarthStationintheNetherlands.

4.1.2 System overviewThe Inmarsat system employs four operational satellitesingeostationaryorbitapproximately36,000

kilometresabovetheequator,overtheAtlantic,IndianandPacificOceans,providingoverlappingcoverage.Theservicedelivershighqualitycommunicationsona24houradaybasis.Back-upsatellitesarereadyforuseifnecessary.

Ageostationary satellite followsa circularorbit intheplaneof theEquator so that it appears to staystationarywithrespecttotheEarth’ssurface.

Powered by solar energy, each satellite acts as atransmittingandreceivingstation,relayingmessagesbetweenstationslocatedontheEarth’ssurface.

Each satellite has its own coverage area (called a‘footprint’)whichisthatareaontheEarth’ssurfacewithinwhichanantennacanobtaina‘view’ofthesatellite.

ThecoveragechartreproducedbelowshowsthefourInmarsatsatellitesandtheircoverageareas.

Figure 10 - Inmarsat global coverage applicable to GMDSS



It can be seen that these correspond to four ocean regions:

• PacificOcean(POR);

• IndianOcean(IOR);

• AtlanticOceanEast(AOREast);and

• AtlanticOceanWest(AORWest).

Shore-to-ship communications are in the 6GHzband (C-band) from theLES to the satellite and inthe 1.5GHzband (L-band) from satellite to ship.Ship-to-shore communications are in the 1.6GHzbandfromtheshiptothesatelliteandinthe4GHzband(C-band)fromsatellitetotheLES.EachsatellitecontinuouslyrelaysaTimeDivisionMultiplex(TDM)carriersignalfromtheNetworkCo-ordinationStation(NCS).Thissignalisusedbytheshipterminalsforantennatrackingandreceivingchannelassignmentmessagesfromtheshorestations.TheInmarsat-CNCScommonsignallingchannelisalsousedtobroadcastmaritime Safety Information to ships in addressed geographicalareas.

TheInmarsatNetworkOperationsCentre(NOC)inLondon,UKfunctionsaroundtheclock,coordinatingthe activities of thenetwork coordination stations(NCSs)andtheLESsineachoceanregion.

4.1.3 Satellite technologyThebasicconceptofsatellitecommunicationsinvolvestherelayofradiosignalsuptoasatellitewhereitisconverted to another frequencyand retransmittedin a downlink.A transponder is the device thatconverts thefrequenciesandamplifiesthembeforeretransmissionbacktoearth.

Theuplinkanddownlinkusedifferentfrequenciestopreventinterference.Signalstoandfromthesatellitecanbesubjecttoraininterferencewhichbecomesmorecriticalatthehigherfrequencies.Higherpowerisonewayofdealingwiththisinterferenceandasonehasaccesstomorepoweronthegroundratherthanonaspacecraftthefrequencytothesatelliteissentonthehigherfrequency.Forexample,theC-banduplinkisinthe6GHzbandandthedownlinkisinthe4GHzband.

4.1.4 Modes of communicationTheInmarsatsystemprovidesthefollowingmodesof communications:• Telex,both‘realtime’and‘storeandforward’;

(Note: Fleet77 does not support telex)• Voiceandfacsimile;• Email,and• Data,both‘realtime’and‘storeandforward’.

4.1.5 Dedicated Distress buttonInmarsat GMDSS satellite terminals include adedicatedDistress buttonwhich can be used toactivate theDistress alerting functions directly,which is importantwhere time is critical. In someinstallations,theDistressbuttoniscombinedwithaDistressalarmunit,whichcanbelocatedremotefromthemainbelowdeckterminalinstallation.

4.1.6 Distress facilitiesPrioritydistress facilities exist for bothvoice anddata/messaging.Once thevessel indistressselectsthe“DISTRESSPRIORITY”modeandtransmitstherequestchannelsignal,thecallisautomaticallyroutedviadedicatedlandlinestotheappropriateMaritimeRescueCo-ordinationCentre(MRCC).

4.1.7 Inmarsat servicesInmarsatprovides,inadditiontosafetyservices,manyvaried commercial applications at sea, including,Internetaccess,fleetmonitoring,securityandvesselmanagement.

Inmarsat-b –Thedigital successor to Inmarsat-A,terminalsofferingdataatspeedsupto9.6kb/s(withahighspeedoptionto64kb/s),faxat14.4kb/sandvoiceat16kb/sandrangeofotherservices,to/fromanywhereintheworld.Inmarsat-BisbeingdisplacedbyFleet77.

InmarsathasadvisedIMOthattheInmarsat-Bservicewillbediscontinuedfrom31December2014.(Pleaseseenoteoninsidefrontcover)

Fleet77 – Inmarsat Fleet77 is the successor to theInmarsat-A and B services. In addition to PSTNvoice and fax, the digital Fleet77 provides bothmobileIntegratedServicesDigitalNetwork(ISDN)andMobile PacketData Service (MPDS), The 64kb/s ISDNchannel enables largevolumesofdatatobe transferred, also allows for internetprotocolcompatibility, and enhanced services at 128 kb/sare available.Compatibilitywith theGMDSS is astandard featureof Fleet77 and complieswith theIMOResolutionA.1001(25).ThismeansprovisionofVoiceserviceswithfourpriorities(Distress,Urgency,SafetyandRoutine)withpre-emption.

Fleet77doesnotsupporttelexhowever,whichisrarelyusednow,andinsomecountriesisnolongeravailable.

Fleet55/33–offersacombinationofvoiceanddatacommunications and is suited for vesselswhichrequireasmallantennalightweightdeckequipmentandsimplehardware.



Fleet55 - providesvoice (4.8kb/s), ISDNdata (64kb/s),mobilepacketdataservice(9.6kb/s)andfax.

Fleet33-providesvoice(4.8kb/s),mobilepacketdataservice(9.6kb/s)andfax.

Fleetbroadband –AtthetimeofpublicationofthisHandbook, FleetBroadbandhas not been grantedGMDSSapproval,butthisisexpectedtobeachievedprior to the closure of the Inmarsat-B service on 31December2014(seeSection14.4).(Pleaseseenoteoninsidefrontcover)

InmarsatFleetBroadbandprovidesbroadbandvoiceanddata,simultaneouslyusingIP(internetprotocol),whilststillsupportingexistingvoiceandISDNdatacapabilityforlegacyapplications.Itcanberegardedasafollow-onfromFleet77,andsupportsstandardIPatupto432kb/sonasharedchannel,streamingIPondemandupto256kb/s,voice,ISDN64kb/sdataandSMS(SimpleMessageService)text.

It supports anon-GMDSS505EmergencyCallingserviceandnon-GMDSSDistressandUrgencyvoicecalls in ship-to-shore and shore-to-shipdirections.Distresstestfunctionisalsoavailable.

At the time of publication of this Handbook, Inmarsat isworkingon the specific elementsof service andbackup thatwouldbe requiredby IMO for FB500terminals to be approved for use inGMDSS shipinstallationsasrequiredbyIMOResolutionA.1001(25),and real-time,hierarchical callpre-emptionwill beavailableinbothship-to-shoreandshore-to-ship.

Although the coverage is similar to the existingInmarsat services like Inmarsat-B and Inmarsat-C,thesatellitefootprintsforFleetBroadbandareslightlydifferentinthatthereareonlythreeoceanregions,I-4Americas(AMER),I-4Europa,MiddleEastandAfrica(EMEA) and I-4Asia-Pacific (APAC).Theoverlapregions aredifferent to thoseused for Inmarsat-B,Inmarsat-CandInmarsatFleetservices,etc.This isbecauseFleetBroadband services areprovidedviaInmarsat4thGenerationsatellites.

Fleetbroadband Terminals

Fb500 – providesdigital voice (4 kb/s), standardTCP/IPdataatupto432kb/s,fax,andSMSmessagesofupto160characters.GMDSSapprovalpendingattimeofpublicationofthisHandbook.

Fb250 –providesFB150 -providesdigitalvoice (4kb/s),standardTCP/IPdataatupto284kb/s,faxandSMSmessagesofupto160characters.NotapprovedforuseintheGMDSS.

Fb150–providesdigitalvoice(4kb/s),standardTCP/IPdataatupto150kb/s,andSMSmessagesofupto160characters.NotapprovedforuseintheGMDSS.

Inmarsat-C–Thissystemistheonlysatellitesystemrequiredby theSOLASConventionasa carriagerequirementtoreceiveMaritimeSafetyInformation(MSI). Inmarsat-Candmini-Cterminalssupport5outof9communicationsfunctionsdefinedbySOLASChapterIV.

CommunicationsviatheInmarsat-Csystemaredataormessage-based.AnythingthatcanbecodedintodatabitscanbetransmittedviaInmarsat-C.MessagesaretransferredtoandfromanInmarsat-Cterminalat an information rate of 600 bits/second (b/s).Inmarsat-Ccanhandlemessagesupto32kilobytes(kB) in length transmitted in interrogateautomaticdataatfixedorvariableintervals.

Data reporting allows for the transmission ofinformation in packets of data on request, or atprearrangedintervals.PollingallowstheuserbasetointerrogateanMESatanytime,triggeringautomatictransmissionoftherequiredinformation.Inmarsat-Cdoesnotprovidevoicecommunications.

Inmarsat mini-C – offers the same functions asInmarsat-C depending on terminalmodel. SometerminalsareGMDSScompatible,providingDistresscallingandreceptionofMaritimeSafetyInformation.Mini-C terminals are lower-power terminals thanInmarsat-Cwitha smaller antenna, smaller in sizeandwithlowerpowerconsumption.

Inmarsat-M –providesdigital voice andmediumspeeddata (2.4kb/s) in ‘real time’mode forbothship-shoreandshore-shipdirections.Inmarsat-MisnotapprovedforuseintheGMDSS.Theservicewillbediscontinuedfrom31December2014.(Pleaseseenoteoninsidefrontcover)

Inmarsat mini-M–providesdigitalvoice(4.8kb/s)and9.6kb/sdata,mobilepacketdata serviceandfax(9.6kb/s)in‘realtime’modeforbothship-shoreand shore-shipdirections. Inmarsatmini-M isnotapproved foruse in theGMDSS.The servicewillcontinueafterInmarsat-Misdiscontinued.(Pleaseseenoteoninsidefrontcover)

Inmarsat-D+–hasanintegralGNSSandcanbeusedforsurveillance,assettrackingandshortinformationbroadcasts.ItisalsosuitableforuseinmeetingIMOrequirementsforShipSecurityAlertSystems(SSAS).NotpartofGMDSS.



Table2summarisessomebasicInmarsatterminalIDnumbering.

Number of digits in Inmarsat Mobile Number (IMN)

First digit/s of Inmarsat Mobile Number (IMN)

Inmarsat terminal type

nine 3 B (to close on 31 December 2014)*

nine 4 C and mini-C

nine 6 M (to close on 31 December 2014)*

nine 76 mini-M*

nine 76 Fleet33, 55 and 77 (Voice/9.6 kb/s data)

nine 77FleetBroadband and FB150, FB250 and FB500

*Please see note on inside front cover

Table 2 - Inmarsat Terminal Numbering

Inmarsat IDnumberingmust be prefixedwith a3-digitInternationalCountryCode-870.PleaserefertoSection7.1.13formoreinformation.

MoreinformationonInmarsatterminalidentificationandnumberingiscontainedintheManual for use by the Maritime Mobile and Maritime Mobile-Satellite Services (refertoRecommendationITU-RE.217).

Inmarsat terminals are also assigned an InmarsatSerialNumber (ISN).Thisnumbermayneed tobequotedduring commissioning, and for technicalsupportviaaLandEarthStation.

4.1.8 Enhanced Group Calling (EGC) serviceThe Inmarsat system has a capability known asEnhanced Group Calling (EGC) which allowslandbased organisations (known as ‘informationproviders’) tobroadcastmessages toselectedshipslocatedanywherewithinanoceanregion.Thesystemalsoallowsforbroadcaststoallshipswithinadefinedgeographicalarea.Thisareamaybefixed,oritmaybeuniquelydefinedbythemessageoriginator.Areacallswillbereceivedautomaticallybyallshipswhoseequipmenthasbeen set to the appropriate areaorrecognisesanareabyitsgeographicposition.

TheIMOrequiresInmarsat’sEGCserviceasoneoftheprimarymeansofpromulgatingmaritimesafetyinformation for theGMDSS. Australian SOLAScompliantshipsarerequiredtocarryanEGCreceivingfacility.

AspecialreceiverisrequiredtoreceiveEGCservicesandtheseareusuallybuiltintoInmarsat-Candmini-Cmaritimeterminals.

4.2 TypES OF STATION IN ThE MARITIME MObIlE-SATEllITE SERvICE

4.2.1 Land Earth Stations (LES)EachInmarsatoceanregionhasanumberofLandEarthStations(LES),whichprovidetheinterfacebetweenships at sea and shore-based telecommunicationsnetworks.Thisfunctionisfullyautomated,andtheLES iseffectively ‘transparent’as faras thesystemuserisconcerned.TheAustralianLESislocatedatPerth,WesternAustralia,andservesboththeIndianandPacificOceanRegions.ThePerthLESispartoftheStratosGlobalnetwork,whichalsousesanLESatBurum in theNetherlands,givingaccess to theAtlanticOceanRegionsandIndianOcean.LESswerepreviouslyknownasCoastEarthStations(CESs).

4.2.2 Network Co-ordination Stations (NCS)Each Inmarsat ocean region has aNetworkCo-ordinationStation(NCS)whichisresponsiblefortheoverallfrequency,signallingandtrafficmanagementof its respective region. This NCS function isincorporatedinoneoftheLandEarthStations.ThereareseparateNCSsestablishedineachoceanregionforeachInmarsatsystemexceptFleetBroadband.

4.2.3 Ship Earth Station (SES)TheInmarsatinstallationaboardavesselisreferredtoasaShipEarthStation (SES),orsometimesasaMobileEarthStation(MES).Inmarsatequipmentisinstalledonawidevarietyofvessels, fromfishingboatstoverylargemerchantshipsandnavalvessels.


GMDSS DIGITAl SElECTIvE CAllING EquIpMENT AND SySTEMS5

This chapter provides general guidance in the principles and operation of GMDSS Digital Selective Calling(DSC)equipmentandsystems.Forspecificoperational instructions, please refer to the equipment operator’s manuals carried on board your vessel.

5.1 INTRODuCTIONADigitalSelectiveCalling(DSC)messageisabriefburstofdigitisedinformationtransmittedfromonestationtoalertanotherstationorstations.Itindicatesto the receiving station(s)who is calling and thepurposeofthecall.

ThedigitaltechniquesusedinDSCsystemsprovidehigherresistancetointerferenceandfadingthanwouldradiotelephonetransmissionsonthesamefrequency.For these reasons,DSCusuallyprovides a greatertransmissionrangethanvoicemodesofoperation.

5.2 puRpOSEDSCisusedasameansofestablishinginitialcontactbetweenstations.

FollowinganalertbyDSCmessage,communicationsmustbeestablishedbetweenthetransmittingstationandthereceivingstation(s)byeitherradiotelephonyorNBDP.

5.3 DSC ShIpbORNE EquIpMENTTheDSCsignalprocessingfunctionsarecarriedoutbyaDSCmodem(modulatordemodulator)orDSCcontroller.ToenablethetransmissionandreceptionofDSCmessages,thecontrolleriselectricallyconnectedto an associated transmitter andwatchkeepingreceiver.SomemanufacturersproduceintegratedDSCwatchkeepingreceiversandcontrollersinonechassis.

IftransmissionofaDSCalertisrequired,anoperatorcan encode theDSC controllerwith informationidentifying the station (or stations)withwhomcommunicationisdesiredandthepurposeofthecall.On command, this information is fed to the transmitter forbroadcasting.

MostDSC systems also control the frequency ofthe associatedMF/HF transmitter, automaticallychanging it to theDSCdistress frequencywhena distressmessage is sent from the controller.

All controllers feature a ‘DISTRESS’ button, thatautomatically sends aDistressAlert using pre-programmedinformation.

DSCcontrollershaveprovisionforinterfacingtoshipsnavigational equipment (GPS, etc.), for automaticupdatingofpositionandtimeinformation.

When not transmitting, the DSC controller isconnected to theDSCwatchkeeping receiver (seeSection8.3.2).AllDSCcallsonthefrequencytowhichthereceiveristunedareexaminedbythecontrollerand, if found to be addressed to that ship, the operator isalertedbyaudibleandvisualalarms.ThecontentsoftheDSCmessageareavailabletotheoperatoronanalphanumericdisplay screen, and if connected;onaprinter.

TheDSCdistress and safety frequencies are listedbelow.

MF/HF DSC DistressandSafetyFrequencies(inkHz)

2 187.54 207.56 312.08 414.512 577.016 804.5

VHF DSC Distress and Safety ChannelVHF Marine Channel 70

5.4 CAll FORMATSTheDSCcallsequenceisundertakenin9steps(refertoRecommendationITU-RM-493-13):

1.DotPattern2.PhasingSequence3. FormatSpecifier4.Address (The station(s) being called, a specificstation or ALL ships)5.Category(Thepriorityofthecall)6.Self-Identification7.Messages8.EndofSequence(EOS)9.ErrorCheckCharacter(ECC)


5. Gmdss digital selective calling equipment and systems

5.4.1 Dot pattern and phasingAs indicated in ITU–RM.493–13 the phasingsequence provides information to the receiver topermit it determine the correct bit phasing andpositionofcharactersinthecallsequence(charactersynchronization).Amessage canbe rejected if thecorrectdotpattern isnot found somewhere in thephasing sequence. In order to allowMF andHFsystemstomonitoranumberoffrequenciesMF/HFdistressandnon–distresscallstoshipstationsuseadotpatternwithadifferentduration.

200bitpatternidentifies:• DistressAlerts;• DistressAcknowledgement;• DistressRelay;addressedtoageographicarea;• DistressRelayAcknowledgementsaddressedto

allships;and• Allcallsaddressedtoashipstationotherthan

thosespecifiedin20bitpatternIdentifier.

20bitpatternidentifies:• Allacknowledgementstoindividualcalls;and• AllcallingsequencestoCoastStationswith

formatspecifier120and123.

5.4.2 Format specifierThe format specifier indicates the typeofmessage(themessageformat)thatisbeingtransmitted.These(numbers in parentheses are the applicable ITU symbols) are:

• DistressAlert(112);

• AllShipsCall(116);

• SelectiveCalltoagroupofshipshavingacommoninterest[e.g.nationalorcommercial](114);

• SelectiveCalltoanindividualstation(120);

• SelectiveCalltoagroupofshipsinageographicalarea(102);and

• SelectiveCalltoanindividualstationusingthesemi–automatic/automaticservice(123).

5.4.3 AddressThe address identifies the station(s) being called.DistressAlertsandAllShipscalls,asidentifiedbythecallspecifier,donotrequireaspecificaddressasthesewillbeacceptedbyallDSCsystemswhichreceivethesignal.Individualcallswillonlybeacceptedbythe systemwhichhas theMaritimeMobileServiceIdentity(MMSI)towhichthecallisaddressed(refertoSection5.5)ortoshipsintheappropriategeographicalarea.

Symbol No

RelatedTo: FormatSpecifier

112 Distress

116 All Ships

SelectiveCallto:

120 - Individual Stations

102 - Ships in a particular geographic area

114 - Ships having a common interest

123 Individual stations semi-automatic/ automatic calls

Symbol No

RelatedTo: Nature of Distress

100 Fire, Explosion

101 Flooding

102 Collision

103 Grounding

104 Listing, in danger of capsizing

105 Sinking

106 Disabled and adrift

107 Undesignated distress

108 Abandoning ship

109 Piracy/armed robbery attack

110 Man overboard

112 EPIRB emission

Symbol No

Category

Safety related:

112 - Distress

110 - Urgency

108 - Safety

100 - Routine

Table 3 - ITU Symbols for DSC Messages

5.4.4 CategoryThecategorydefinesthedegreeofpriorityofthecallsequence.Foradistressalertthepriorityisdefinedbytheformatspecificandnocategoryinformationisincludedinthecallsequence.Forsafetyrelatedcallsthecategoryinformationspecifies,urgencyorsafetyandforothercallsthecategoryinformationspecifiesroutine.



For Safety related calls1 the category informationspecifies. (The numbers in parentheses are theapplicable ITU symbols):

• Distress(112);

• Urgency(110);and

• Safety(108).

ForOther calls the category information specifies(The numbers in parentheses are the applicable ITU symbols):

• Routine(100)(seenote).

Note: ROUTINE priority calls are prohibited on the MF/ HF DSC distress and safety frequencies. Further details are given in Section 5.6.

5.4.5 Self-identificationTheMMSI of the calling station is stored in thememoryoftheDSCunitandisautomaticallyaddedtothemessage.TheMMSIshouldbesavedintothememoryoftheunitduringinstallationanditshouldnotbepossiblefortheoperatortoalteritorremoveitandindoingsoremovetheadvantageofthisfeature.

5.4.6 MessagesThemessagefunctiondependswhetherthecallisadistresscallorothertypeofcall.(SeealsoSection0inrelationtotestmessages).Fordistressalertstherearefourmessageswhileothercallsnormallyhavetwo(refertoRec.ITU–RM.493–13Section8).

Thedistresscallmessagesequenceis:

• NatureofDistress(refertoTable3).

• Ship’sPosition.

• TimeforwhichpositionwasvalidinUTC.

• Telecommandcharacterindicatingtypeofcommunicationdesired,telephoneorFEC.

5.4.7 End of Sequence (EOS)After themessage the EOS function indicateswhetheracallrequiresacknowledgmentorthecallisanacknowledgmentofacallreceived.Theendofsequencesymbolsare:

• Callrequiresacknowledgment,usedforindividualandautomatic/semi-automaticcallsonly(acknowledgeRQ);

• AnswertoaCallrequiringacknowledgment(acknowledgeBQ);and

• Allothercalls(EOS).

5.4.8 Error Check Character (ECC)TheECCcheckstheDSCcallforerrorsusinga10uniterrordetectingcode.FurtherdetailsareavailableinRec.ITU–RM.493–13.

5.5 MARITIME MObIlE SERvICE IDENTITy (MMSI)EachshipandcoaststationfittedwithDSCisallocatedaunique9digit identificationnumber,knownasaMaritimeMobileServiceIdentity(MMSI).TheMMSIispermanentlyprogrammedintotheDSCequipment,andissentautomaticallywitheachtransmission.

MMSIsareallocatedonaninternationalbasis,withthefirstthreedigitsrepresentingthenationalityoftheadministrationresponsiblefortheship.ThesethreedigitsareknownastheMaritimeIdentificationDigits(MID).TheAustralianMIDis503.AtypicalAustralianMMSIwouldbe:

503001000

MMSIs allocated to a coast radio station alwayscommencewith two leading zeros. For example,theAustralianMaritimeCommunicationsStationscontrolledfromRCCAustraliahaveaMMSIof:

005030001

GroupMMSInumbersbeginwithasingle0beforetheMID.

GroupMMSIscanbemanuallyprogrammedintoaDSC-equippedradiobytheuseratwill(unliketheself- ID).Anynumberwith a leading zero canbeusedasaGroupMMSI,andtheydonotneedtoberegistered,buttheentitydecidingonagroupMMSIshouldusetheMIDofthehostcountry.GroupMMSIsarefindingusebyfleetsandyachtraces.SafetyandUrgency calls (‘Announcements’) canbe sent to aGroupMMSI.Eachvesseldesiring tobepart of agroupwouldenterthesamegroupMMSIintotheirDSCequipment,whichusually canbenamed forconveniencebytheuser.

1 At the ITU WRC-07, it was agreed that Distress DSC calls are to be called ‘Distress Alerts’ and Urgency and Safety DSC calls are to be called ‘Urgency and Safety Announcements’ (refer to WRC-12 Radio Regulations No. 33)



Summary of Australian MMSI formats currently in use

Note: x or y to be any figure 0 through 9

Type of Station MMSI FormatDigitalSelectiveCalling(DSC)SystemsShip Stations 503xxxxxx or

503xxx000 or503xxxx00

Craft associated with a parent ship 98503xxxxSAR Aircraft 111503xxxHandheld Portable VHF DSC (Australia only) 5039xxxxx (up to July 2012)Handheld Portable VHF DSC 8503xxxxx (from July 2012)Group of Ship Stations 0503xxxxxCoast Stations 00503xxxxMan Overboard (MOB/MSLS) devices1 (Australia only) 5038XXXXX (up to July 2012)1

Man Overboard (MOB/MSLS) devices1 972xxyyyy (from July 2012)AutomaticIdentificationSystems(AIS)AIS Class A/B Transceivers 503xxxxxx or

503xxx000 or503xxxx00

AIS Base Stations 00503xxxxPhysical AIS aids to Navigation (AtoN)2 3 995031xxxVirtual AIS aids to Navigation (AtoN)4 995036xxxAIS on Craft Associated with Parent Ship5 98503xxxxAIS-SARTs (AIS-Search and Rescue Transmitters)6 970xxyyyyMan Overboard (MOB/MSLS) devices7 972xxyyyyEPIRB-AIS (EPIRBs fitted with AIS)8 974xxyyyyAIS on SAR Aircraft9 111503xxx

1Maritime Survivor Locating Systems (AS/NZS 4869.2 until July 2012 used the maritime identity in the format 5038XXXXX, but now use the internationally agreed format 972xxyyyy, where x and y are any numbers between 0 and 9. The number is pre-programmed. The ‘xx’ numbers are allocated to manufacturers by the International Association for Marine Electronics Companies (CIRM), and the ‘yyyy’ numbers are allocated by the manufacturer as sequential numbers. In accordance with Recommendation ITU-R M.585-6, the sequential numbers can be re-used once 9999 is reached. AMSA does not allocate these numbers, and no radio operator licence is required.2AIS fitted to physical aids to navigation such as floating buoys and beacons.3AIS base stations can broadcast a non-physical “synthetic” AIS AtoN to appear at the location of a real (physical) AtoN on an AIS-enabled display system (e.g. AIS, ECDIS or radar).

4AIS base stations can broadcast a non-physical “virtual” AIS AtoN at a particular location when no physical AtoN exists.5AIS on workboats or other vessels deployed from a parent vessel.6AIS-AIS-SARTs are survival craft SAR-locating devices which can be carried in lieu of radar SARTs on SOLAS vessels from 1 Jan 2010, and can be carried on non-SOLAS vessels for similar purposes.7There is currently no AS/NZS standard for AIS-MOB devices.8EPIRBs fitted with an AIS transmitter use the maritime identity format 974xxyyyy for the AIS transmission, so as to be distinguished from other devices using AIS, where x and y are any numbers between 0 and 9. The number is pre-programmed. The ‘xx’ numbers are allocated to manufacturers by the International Association for Marine Electronics Companies (CIRM), and the ‘yyyy’ numbers are allocated by the manufacturer as sequential numbers. In accordance with Recommendation ITU-R M.585-6, the sequential numbers can be re-used once 9999 is reached. This number is allocated by the manufacturer, and not AMSA, and should not be confused with the HEX ID or Unique Identifier used in EPIRBs, ELTs and PLBs. AMSA does not allocate these numbers, and no radio operator licence is required.

9AIS on search and rescue aircraft (SAR) is a variant of AIS specifically for SAR. AIS can also be used for safety-related purposes on non- SAR aircraft (such as marine pilot-transfer helicopters).

Table 4 - Australian MMSI Formats Currently in Use



5.6 TypES OF DSC CAll AND hOW ThEy ARE uSED

TheDSCsystemprovidesforthefollowingtypesofcall:

• Distress Alert–thesecallsarealwaysaddressedtoALLstations.Thecallcontainsatleastthedistressedvessel’sMMSI,position,thenatureofdistressandthetimethepositionwasvalid.Iftimeisavailable,itispossibletoalsoindicatethenatureofdistress,fromamenuofoptions.

SomeDSCcontrollersoffertheuseramenuofpossible“natureofdistress”situationsfromwhichtochoose,i.e.“fire,explosion”,“flooding”,“collision”,“grounding”etc.The“natureofdistress”informationcannotbealteredonsomemodelsofDSCcontrollers.Thesecontrollerssendthedefaultsettingof“undesignateddistress”.Thecallwillconcludewiththeadvicethatsubsequentcommunicationsaretobecarriedouton“J3E”(radiotelephone)or“F1B”(NBDP).Thefrequencyisnotspecified.ItisalwaystheassociatedradiotelephoneorNBDPdistressfrequencyforthebandinuse(refertoAppendix1).

• DistressAlertRelay–normallyonlysentby coast stations, these calls are addressed to eitherALLstations,orshipsinadesignatedgeographicarea.ProceduresforuseofdistressalertrelaymessagesaresetoutinChapter14.

• AllShips/AllStations–thesebroadcastmessagescanbesentaseitherURGENTorSAFETYpriorityannouncements.

TheDSCcontrollerwillprompttheusertoselecttheappropriatepriorityandthefrequencyorchannelforsubsequentcommunications.

• SingleShip(orStation)–thesecallscanalsobeeitherURGENTorSAFETYpriority.Theyareaddressedtoaparticularshiporcoaststation.TheMMSIoftherequiredship/stationmustbeentered,aswellasthefrequencyforvoiceorNBDPcommunications.ProceduresforuseofDSCURGENCYandSAFETYmessagesaresetoutinChapter14.

AttheITUWRC-12,itwasdecidedthatinordertoavoidunnecessaryloadingofthedistressandsafetycallingfrequenciesspecifiedforusewithDSCtechniques:

Safety Messages transmitted by coast stations in accordancewith a predefined timetableshouldnotbeannouncedbyDSCtechniques;andSafetyMessageswhichonlyconcernvessels

sailing in the vicinity should be announcedusingradiotelephonyprocedures.(ITUWRC-12Radio Regulations, No. 33.31A)

However,messages containing informationconcerning the presence of cyclones, thepresenceofdangerousice,dangerouswrecks,or any other imminent danger tomarinenavigation, shall be transmitted as soonas possible and shall be preceded by the safetyannouncementorcall. (ITU2012Radio Regulations, No. 33.34A & B).

Urgency Messages : Communicat ionsconcerningmedicaladvicemaybeprecededbytheurgencysignal(ITU2012Radio Regulations, No. 33.11A);

Urgency communications to support searchand rescue operations need not be preceded by theurgencysignal(ITU2012Radio Regulations, No. 33.11B);

Medical Transports (protected under the GenevaConvention, etc) are still required tousetheUrgencySignal,followedbythewordMEDICALinNBDPandradiotelephony(ITU2012Radio Regulations, No. 33.20).

In themaritimemobile satellite service, aseparateurgencyannouncementor calldoesnotneedtobemadebeforesendingtheurgencymessage.However,ifavailable,theappropriatenetwork priority access settings should beusedforsendingthemessage(ITU2012Radio Regulations, No. 33.9B).

• MF/HF Test–asroutinecallsareprohibitedontheMF/HFDSCdistressfrequencies,aspecialTESTprotocolcallhasbeendevelopedtoprovidebothsystemverificationandoperatorfamiliarisation.Thesecallsareaddressedtoanindividualcoaststation,andareacknowledgedbyareturnDSCmessage.TherearenormallynosubsequentradiotelephoneorNBDPcommunications.DSCtestproceduresaredescribedinChapter15.

• VHF Test-moremodernVHFDSCradiosincludeaTESTcall,whichallowTESTcallstootherVHFDSCradiosonboardship,othervesselsandsuitablyequippedcoaststations,whocanrespondwithaTESTAcknowledgement.Seealso15.2.1.

• routine or Commercial–thesecallsareonlysentonMF/HFfrequenciesspecificallysetasideforDSCcommercialcalls,astheyareprohibitedontheMF/HFDSCdistressandsafetyfrequencies.However,routineprioritycallsarepermittedontheVHFDSCdistressandsafetychannel.DSCisnotusedforcommercialcallsinAustralia.


5. GMDSS digital selective calling equipment and systems

5.7 DISTRESS AlERT ATTEMpTSDistress alertsmay be transmitted as a singlefrequency or amultiple frequency call attempt.Multiple frequency call attempts should alwaysincludeatleasttheMFandHF8MHzDSCdistressandsafetyfrequencies.

Distress alerts shouldbe activatedbymeans of adedicateddistressbutton,withaspringloadedlidorcover.Initiationofadistresscallshouldrequiretwoindependentactions.

5.8 FREquENCy OR ChANNEl FOR ONGOING COMMuNICATIONSAs described in the preceding paragraphs, thefrequencyforvoiceorNBDPcommunicationstobeusedaftertheinitialDSCcallmustbespecifiedforallprioritiesofcalls,exceptdistress.

5.8.1 Auto channel-change disabling/enablingAutomatic channel switching toVHFChannel 16,on receipt of aDistressAlert, orUrgency/SafetyAnnouncementorothercalls, isa functionofVHFDSCequipment.

Unless the function is disabled, a vessel’s radiochannelmay automatically switch away from theworking channel at an inopportunemoment, inresponse to an incomingDistressAlert orDistressAcknowledgementoranyothercallwhereachannelisspecifiedintheDSCcall.

Since2004,VHFDSCequipmenthasbeenbuilt sothatautomaticchannelswitchingcanbedisabledtomaintain essential communicationsduring criticaloperationssuchasshipmanoeuvringnPortlimits,tug operations, orduring critical offshore oil/gasindustryoperations.Thisfunctioncanbedisabledonthetransceiver,providedthattransceiveriscompliantwithRecommendation ITU-RM.493-11 (2004)or amorerecentversion(thecurrentversionisM.493-13(2009)).TheDSCequipmentshouldprovidevisualindicationwhentheautomaticswitchingfunctionisdisabled.Differentmanufacturerscanimplementthisdisablingfeature indifferentways,andthiswouldnormallybeexplainedintheusermanual.

Whenautomaticchannelswitchingisdisabled,radiosshouldcontinuetodetectDistressDSCAlerts,buttheoperator candecidewhether to accept the channelrequestbeforetakinganyfurtheraction.

If automatic channel switching isdisabledduringcriticaloperations,thefunctionshouldbere-enabledoncethecriticaloperationsarecomplete.

AMSAMarineNotice12/2012drawsattentiontotheriskofautomaticVHFchannelswitchingwhenevercritical operations are being carried out.AMSArecommendsinclusionofdisablingandre-enablingprocedures in the ship’s bridgeprocedures, if theship’sVHF equipment has a disable function forautomaticchannelswitching.

5.9 CANCEllATION OF INADvERTENT DISTRESS AlERTSAstationtransmittinganinadvertentdistressalertorcallshallcancelthetransmission.

AninadvertentDSCalertshallbecancelledbyDSC(asocalled‘self-cancellation’procedure),iftheDSCequipmentissocapable.ThecancellationshouldbeinaccordancewiththemostrecentversionofRecommendationITU-RM.493.SwitchingtheDSCoffandthenonagainshouldalsostoptheDSCalertcontinuing.

In all cases, cancellations shall also be cancelled aurallyoverthetelephonedistresschannelassociatedwitheachDSCchannelonwhichthe“distressalert”wastransmitted.

An inadvertent distress call shall be cancelled byradiotelephone in accordancewith the followingprocedures:

• Thewords“ALLSTATIONS”,spokenthreetimes;

• Thewords“THISIS”;

• Thenameofthevessel,spokenthreetimes;

• Thecallsignorotheridentification;

• TheMMSI(iftheinitialalerthasbeensentbyDSC);and

• Thewords“PLEASECANCELMYDISTRESSALERTOF”followedbythetimeinUTC.

Monitor the samebandonwhich the inadvertentdistress transmissionwas sent and respond toanycommunicationsconcerningthatdistresstransmissionasappropriate.


NARROW bAND DIRECT pRINTING EquIpMENT AND SySTEMS6

This chapter provides general guidance in the principles and operation of GMDSS Narrow band Direct printing (NbDp) equipment. For specific operational instructions, please refer to the equipment operator’s manuals carried on board your vessel.

6.1 INTRODuCTION6.1.1 OverviewNBDP(or‘radiotelex’)isamethodofsendingtelexinformationoveraradiochannel.Thesystememploysspecial error detection and correction methods to countertheeffectsofinterferenceorfadingovertheradiocircuit.

6.1.2 Identification number and answer backAllNBDPequipmentisprogrammedwithauniqueidentificationor ‘selcall’ (selective calling)number,whichworksinthesamefashionastheDSCMMSInumber.

Theselcallnumberusediseitherafivedigitnumber,or (in the caseofGMDSS ships) the ship’sMMSI,followedbyaplus(+)sign.

Selcall numbers for coast stations are usually a four digitnumber,followedbyaplus(+)sign.

If aNBDPstation is interrogated (requested for itsidentification)bytheuseofthe‘WhoAreYou’(WRU)command,itwillsendan‘Answerback’–comprisingits selcall and other information (usually the name of theshiporshorestationinabbreviatedform).

Answerbacksmayalsobesentbytheuseofthe‘Hereis’command.

6.1.3 System codesThemarineradiotelexcodeconsistsofthenormal26lettersofthealphabet,numerals0to9,punctuationmarks,symbols forcarriagereturn, line feed, lettershift,figureshift,‘hereis’,‘whoareyou?’,plusthreespecial characters known asRQ, alpha and beta.The three special characters are used to control the direction of the radio circuit (similar to the action of the‘presstotalk’buttoninaradiotelephonesystem),andforthecorrectionoferrors.

6.1.4 Transmission of informationEach character of themarine radio telex code isrepresentedbyacombinationofthree‘lows’andfour‘highs’–orthree‘marks’andfour‘spaces’.Amarkor

spaceisrepresentedbyadifferentaudiotone.ThesetonesaregeneratedbytheNBDPequipment,passedto the radio transmitterwhere theyaremodulatedintoaradiosignalfortransmission.Atthereceivingstation, the tones arede–modulated by the radioreceiver andpassed to theNBDP equipment forprocessinganddisplayonamonitororaprinter.

6.2 MODES OF TRANSMISSIONThefollowingsectionsdescribethevariousmodesoftransmissionofferedbytheNBDPsystem.

6.2.1 Automatic Re-transmission ReQuest (ARQ) modeThismodeoffers full error correction capabilities,and isuseable even inverypoor radio conditions.In this mode, only two stations can communicate with each other at any one time, as the sending and receiving stations are synchronised (electronically locked) together. TheoriginatingstationiscalledtheMASTER,whilstthecalledorreceivingstationiscalledtheSLAVE.TheMASTERstationremainstheMasterthroughouttheentirecontact,nomatterwhichstationistransmittingatanyonetime,astheMastercontrolsthetimingofthewholesystem.

TheMasterstationtransmitsthreecharactersin210milliseconds(ms),thenswitchestoreceivefor240ms.Duringthereceiveperiod,theMasterstationlooksforalogicreplyfromtheSlavetoindicatethatthethreecharactershavebeenreceivedcorrectly.

IfthecorrectreplyisreceivedtheMasterstationthenproceedswiththenextthreecharacters.However,ifthere has been an error in the reception at either end duetointerferenceorfading,thelastthreecharactersarerepeatedforatotalof32transmissions,atwhichpointradiocontactisautomaticallybrokenoff.Themasterstationwillthenattempttore–establishcontactand,ifsuccessful,itwillcontinuethecommunicationfromthepointwhereitwasbrokenoff.

Bothmaster and slave stations only acknowledgereceipt of the correct logic signal consistingof the3/4ratio.Allothersignalsaretreatedaserrorsandnotprinted.Thereforeinterferenceandfadingshouldnotcausemisprints,butonlyaslowingdownofthetrafficflowbetweenthetwostations.

On completion of the traffic in one direction, an automatic changeover takesplace by the sending


6. Narrow band direct printing equipment and systems

(master) station transmitting ‘+?’ (plus, questionmark).Whenthisisacknowledgedbythereceiving(slave)station,achangeofdirectionoftraffictakesplace,andtheslavestationisnowthesendingstation(butnotthemaster).

In theeventofa lossof signal for15 s, themasterstationwillthenresumecommandandstartcallingtheslavestation,asitdidatthestartofthecontact(thisisreferredtoas‘re–phasing’).Whencontactisre–established,theflowoftrafficwillcontinueasthoughnothinghashappened,sothatiftheslavestationwasthetransmittingstationatthetimeoflossofsignal,then the slave stationwill resume sending trafficfromexactlywhereitleftoff,andthemasterstationautomaticallyreturnstothereceivingsituation.

ThesystemalsooffersaselectivecallingcapabilitysimilartoDSC,usingthevessel’sselcallnumber.

ARQ operation requires that both stations havetheir transmitters active, in order to exchangeacknowledgmentsignals(unlikeFECoperation).

Some Commonly Used Manual Commands(refertoRec.ITU-R-492-6inITUMaritimeManual)AMV+ For AMVER reports

DIRTLX.........+ Insert the Telex country code and Telex number without any spaces. This is a real time connection.

HELP+ The ship station needs to immediately receive a list of available facilities within the system.

MAN or OPR+ For operator or manual assistance.

MED+ For urgent medical messages.

MSG+ For retrieving traffic from a coast station.

NAV+ The ship station needs to immediately receive navigation warnings.

POS+ Indicates that the following message contains the ship’s position.

TLX...............+ Store and Forward Mode, insert telex number of subscriber.

URG+ The ship station needs to be connected immediately to a manual assistance operator and an audible alarm may be activated. This code should only be used in case of emergency.

WX+ The ship station needs to immediately receive weather information.

Table 5 - Commonly Used Manual Commands

6.2.2 The Forward Error Correction (FEC) modeThisisabroadcast(oroneway)modeofoperation.One sending stationmay transmit a messageto an unlimited number of receiving stations.

Thetransmittingstationsendseachcharactertwice,thefirsttransmissionofaspecificcharacterisfollowedby the transmission of four other characters, after whichthere–transmissionofthefirstcharactertakesplace–therebyallowingfortimediversityreception.Receivingstationscomparethetwocharacters,andifbotharethesame,printthecharacter.

If interferenceor fadinghave causedmutilationofoneof the characters, the systemprints it as *.Asthe systemdoesnot requireanyacknowledgmentsbyreceivingstations,theirtransmittersareswitchedoff. Please note that the asterisk (*) is not a telexcharacter,(refertoRecommendationITU-TF.1intheITU Maritime Manual)butisgeneratedinternallyandnottransmitted.

6.2.3 The Selective Forward Error Correction (SELFEC) modeThisisavariationoftheFECmode.InSELFEC,thetransmittingstationonlysendstoaspecifiedshiporships,whichareaddressedbytheirselcallnumber.This system isused tosendmessages toparticularshipsthatcannotusetheirtransmitters(vesselmaybeinportloadinghazardouscargoes,etc).

6.3 GMDSS ApplICATIONS

6.3.1 MSI broadcasts/distress communicationsNBDPisusedfor thebroadcastofMaritimeSafetyInformation(MSI)onvariousMFandHFfrequencies,and for communications followingaDSCdistressalert.FECmodeisusedforboththeseapplications,as they each require the broadcast of data to alargenumberof stations.NBDPMSIanddistress/safety frequencies are listed inAppendix 1.ARQandSELFECmodesaremainlyusedincommercialcommunications.

6.4 NbDp EquIpMENTNBDPequipmentconsistsofamodem(modulator,demodulator)thatprocessestheNBDPsignalstoandfromtheradiotransceiver,acomputertypemonitor,akeyboardandaprinter.

ThemodemisconnectedtotheradioequipmentinmuchthesamewayasaDSCcontroller,exceptingthatNBDPsystemsdonotusededicatedwatchkeepingreceivers–theyusethereceiverbuiltintothevessel’sMF/HFtransceiver.SomeNBDPsystemsoffercontrolofthetransceiver’sfrequencyselection,whichallowsthe system to scan a number of coast station channels for any selcalls and (the subsequent) commercialtraffic.


GMDSS INMARSAT EquIpMENT7This chapter provides general guidance in the principles and operation of Inmarsat equipment andsystems,relevanttoGMDSSonly.Forspecificoperational instructions, please refer to the equipment operator’s manuals carried on board your vessel.

7.1 INMARSAT-b/FlEET77 ShIp EARTh STATIONS

7.1.1 Inmarsat-B introductionInmarsat-BisthedigitalreplacementofInmarsat-A(which was discontinued 31 December 2007).Inmarsat–Bequipmenthasthecapabilityofprovidingtelephoneand telex communications. In addition,itprovidesmediumspeed (9.6kb/s) faxanddataservices,andalsohighspeedcommunicationservicesupto128kb/sareavailable,includingvideo.Thereisnoin-builtEnhancedGroupCallreceiver,butanadd-onEGCreceiver ispossible,however,mostvesselswoulduseInmarsat-CforreceivingEGC.

7.1.2 Inmarsat Fleet77 introductionFleet77offershighspeedmobileISDNandIPmobilepacketdata,includingaccesstoemailandtheinternetand an advanced voice distress safety system.InmarsatFleet77providesenhanceddatacapabilitiesincluding 64 - 128 kb/sdata,mobile packet dataservices(MPDS),IntegratedServicesDigitalNetwork(ISDN)andnetworkingcapability.Fleet77doesnotsupporttelex,butusingInternet-basedproviders,itispossibletosendmessagestotelexterminals.ThistypeofterminalisgenerallypreferredbyvesseloperatorsoverInmarsat-Bnow,duetoincreasedfunctionality(apartfromnotsupportingtelex).

7.1.3 Directional antennaBecauseoftherangeofcommunicationsprovidedbyInmarsat–B/Fleet77equipmentandtheconsequentrequirementforwideradiospectrumbandwidthandhighpower,itisnecessaryforthetransmittedenergytobeconcentratedtoanarrowbeambytheuseofadishantenna.Thisantennaisprotectedbyafibreglasshousingknownasaradome.

7.1.4 Antenna stabilisationIt isessential thatthedishantennaassociatedwithInmarsat–B/Fleet77equipmentremainspointingatthesatelliteduringalltheusualmotionsofashipatsea.Thisisachievedbymountingtheantennaonamulti–axisplatformwhichisstabilisedagainstpitch,and rollmotions, and against yawing and coursechanges.Thelatterareassistedbyaninputfromtheship’sgyrocompasstothestabilisationmechanism.

The antenna, stabilisation mechanism, antenna control electronicandtheUHFtransmit/receiveequipmentareusuallyreferredtoasthe‘abovedeckequipment’orADE.Typicalall-upmassoftheADEis27-150kg.

7.1.5 Below deck equipmentThe belowdeck equipment consists of the actualsatcom terminal, usuallywith a computer typemonitor and keyboard attached, and peripherals such as telephones, facsimilemachines and call alarms.Most systems support multiple extension telephones, anditiscommonpracticetositeoneonthebridge,oneintheradioroomandoneintheMaster’sofficeorcabin.Interfacingtotheship’sinternaltelephoneexchangeisalsopossiblewithsometerminals.

AllsystemsmodulatethesignalsfromthebelowdeckequipmentataVHFfrequency,which is fedto theantennaradomeviaspeciallow–losscoaxialcables.It is thenup–converted at the radome to thefinalUHF transmit frequency for communicationswiththesatellite.ThisarrangementavoidsthehighlossesassociatedwithfeedingUHFsignalsoverlongcableruns,andallowsthebelowdeckequipmenttobesitedupto100mfromtheantennasystem.

7.1.6 Terminal operationAt startup, theoperator enters the ship’spositionandcourse into the terminal to thenearestdegree.Software in the terminal calculates the satellitesazimuth and elevation anddrives the antenna tothat position.Alternatively, the antenna can bedirectedtoanazimuthandelevationtowithinafewdegrees.Pointing information can alsobederivedfromdiagrams contained in theALRSVolumes 1and5,andequipmenthandbooks.TheshipterminalthenlocksontotheTDM(TimeDivisionMultiplex)carrierrelayedbythesatellitefromtheNetworkCo-ordinationStation(NCS).


7. Gmdss Inmarsat equipment

Once the ship antenna has locked on to the satellite, most subsequent operations are performedautomaticallyby theLandEarthStation (LES)andtheshipterminal.Theequipmentautomaticallytracksthe satellite, allowing for all vesselpitch/roll andcoursechanges.

Intheeventofashipboardpowerfailure,itispossiblethatthedishantennawillrequirere–positioningwhenpower is restored.Australianvessels shouldhaveanuninterruptiblepower supply (UPS) supplyingpower,whererequired,inordertomaintainpowertotheantenna,andsonore-initialisationisrequiredonlossofmainspower.MSCCirc.130(75)requiresthatnore-initialisationbenecessaryforanInnmarsatshipearthaftera60slossofpowerwhenchangingtothealternativesourceofsupply.

OperatorsofInmarsat–B/Fleet77equipmentshouldacquaintthemselveswiththeproceduresnecessarytoinputdirection(azimuthangle)andheight(elevationangle)informationinordertorestorecommunicationswith the satellite. The operator ’smanual for theequipmentinuseshouldbeconsulted.Itmaybefastertoinitiallydirecttheantennadirectlyfirst,thenrelyonauto-acquisitionmodes,particularlyifreflectionsfromtheship’sstructureareencounteredduringthesearch.

7.1.7 Time Division Multiplex (TDM) channelsThesechannelsareusedforsendingworkingchannelassignmentmessagestomobilesfromtheNCS,whichadvisemobiles to change toother channels for theexchangeof communications to and fromaLandEarthStation,andothersystem‘housekeeping’tasks.Afterexchangingcommunicationswithlandstationsonworkingchannels,allmobilesautomaticallyreturntotheTDMchannelsandreverttostandbycondition.

7.1.8 Antenna siting and shadow sectorsDepending on the geographical position andorientationoftheshiprelativetothesatellite,partsoftheship’ssuperstructureorotherlargeobjectsmayobstructthe‘view’ofthedishantennatothesatellite.

Careful attention must be paid to siting anInmarsat–B/Fleet77dishantennaifshadowsectorsaretobeeliminatedorminimisedinallazimuthsandelevations.Giventhenecessarydistanceseparationsfrom radar scanners and other communications antennae, the sitingmay become a challenge,requiringconsiderableingenuity.

Ingeneral,obstructionswithinapproximately10mofthedishantennawhichcauseashadowsectorofgreater than6degrees inanyazimuthdown toanelevationofminus5degreesare likely to seriously degradetheperformanceoftheequipment.

7.1.9 Use of Inmarsat-B and Fleet77 equipment in the GMDSSAn Inmarsat–B/Fleet77 Ship Earth Station isacceptable as part of the mandatory GMDSSequipment,providingitmeetsthefollowingcriteria:

• Itispoweredfromthreeseparateshipboardsources–fromthemaingeneratingsource,fromtheemergencygeneratingsource,andfromasourcewhichisindependentoftheship’selectricalsystem(seenotes1and2below);and

• Theantennaislocatedinsuchapositionthatithasanunobstructed360degreeview,fromminus5degreestothezenith.

Note 1: Because the correct stabilisation of the dish antenna is dependent on an input from the ship’s gyro compass, it also must be powered from the three separate sources.

Note 2: Older ships which do not carry an emergency generating source, are required to provide an independent source of considerably greater capacity than other vessels.

7.1.10 Radiation hazardTheconcentratedbeamofradiofrequencyradiationproducedbyanInmarsat-B/Fleet77antennapotentiallycanbeharmfultohumans.Extendedexposurehasbeenlinkedtoneurologicaldamage,cancer,birthdefectsandeyecataracts.Australianshipsshouldcarrywarningnoticesandpainteddangerlines.

Figure 11 - Typical Inmarsat Fleet 77 installation



If work is to be performed within approximately 7 m and at just below, at the same level, or above the level of an Inmarsat-b/Fleet77 radome, the system must be shut down or the transmitter disabled.Please note that the power densities at variousdistancesmarkedon the radome requiredby IMOdonotnecessarilyagreewithAustralianstandards.

7.1.11 Reception of Maritime Safety Information by InmarsatThe Inmarsat systemprovides forMaritimeSafetyInformation (MSI) tobebroadcast to shipsusingamethodknownasEnhancedGroupCalling (EGC).Inmarsat–CequipmentincorporatesanEGCreceiver.

7.1.12 Land Earth Stations offering Inmarsat-B and Fleet77 servicesDetails of LandEarth Stations providing InmarsatB/Fleet77 services togetherwith their identificationnumbersandchargesforcommercialcommunicationsmay be found in the ITU List of Coast Stations and Special Service Stations.Serviceprovidersalsoprovidechargingdetailsfortheirservices,includingviatheInternet.

7.1.13 International ocean region codesWithdrawalofoceanregioncodes:Frommidnight,2400hUTC, 31December 2008, the four originalInmarsatoceanregioncodesof+871,+872,+873(and+874)werediscontinued.

In the past, itwas necessary to know inwhichInmarsat ocean region a shipwas, e.g. thePacificOceanRegion(+872)orIndianOceanRegion(+873).Asfrom1January2009,dialing+870andtheInmarsatsatellitenetworkissufficienttolocatetheInmarsatterminal(exceptforInmarsat-C).

Ocean Region Codes

Region Phone/Fax

Telex/Sat-C

Atlantic Ocean Region East (AOR-E) 870 581Pacific Ocean Region (POR) 870 582Indian Ocean Region (IOR) 870 583Atlantic Ocean Region (AOR-W) 870 584

Table 6 - Ocean Region Codes

7.1.14 International telex service codesShip station operators using Inmarsat–B/Fleet77terminals or Inmarsat-C terminals for passingcommercialmessagestoshore–basedtelexsubscribersshouldfamiliarisethemselveswiththeinternationaltelexservicecodes.

A complete list of these codes is usually included inNBDPequipmentmanuals, Inmarsatequipmenthandbooks and ITU Manual for use by the Maritime MobileandMaritimeMobile-SatelliteServices(refertoRecommendationITU-TF.60containedtherein).

7.2 INMARSAT-b ShIp EARTh STATIONSInmarsat–Boffershigh–qualityvoice,telex,mediumandhigh–speeddata and fax.Whenused in theGMDSS,powersupplyandsitingrequirementsareasforInmarsatFleet77.

Inmarsat–Biscapableofprovidingalltheapplicationswhichwere available via Inmarsat–Awhile beingcompatiblewith futuredevelopments in the spacesegment. Inmarsat-B is also capable of futureenhancements to accommodate additional customer servicesthatmayberequired,butthesearenormallyachievedbyupgradingtoFleet77.

7.3 INMARSAT-C ShIp EARTh STATIONS

7.3.1 Communication capabilityInmarsat–C is a two–waydatamessaging systembasedondigital technology that enablesusers totransmitandreceivemessagestoandfromotherShipEarthStationsaswellastelexanddatasubscribersanywhereintheworld.

Inmarsat-Cdoesnotprovidevoicecommunications.

The Inmarsat–C service operates on a store andforward basis. That is, unlike Inmarsat–B andFleet77,thereisnoreal–timeconnectionbetweenthetransmittingandreceivingstations.Amessagemustbepreparedbytheoperatorpriortotransmission.Oncommand,theequipmentwilltransmitthatmessageinpackets (orbursts)ofdata.The routinedeliverytimeisdependentonmessagelengthbutnormallyis between2minand7min.Once themessage issuccessfullydelivered,adeliveryadvicemessagewillbesenttothemobile.

7.3.2 The Inmarsat-C systemThe Inmarsat–C system uses four Network CoordinationStations(NCSs),oneineachoftheoceanregions, tomonitor and control communicationswithinthatregion.Thenetworkco-ordinationstationsare linked toLandEarthStations (LES)by specialsatellitesignallinglinkswhichareusedtoexchangevitalsystemcontrolandmonitoringinformation.

EachNCStransmitscontinuouslyonaspecialsatellitechannelknownas theNCScommonchannel.Thischannel is used for the broadcast of both system serviceandEnhancedGroupCallinginformationtoShipEarthStations.



However, before Inmarsat–C service is availableto a Ship Earth Station (SES), it is necessary forthat SES to be ‘logged–in’. This simple operatorproceduresynchronisestheSESreceivertotheNCScommonchannelandinformstheNCSthattheSESisoperational.

TheSESequipmentcontinuouslymonitorstheNCScommonchannelwhenintheidlecondition(thatiswhennotperformingothertasks).

BydecodingandusingtheinformationavailableontheNCScommonchannel, theSESequipment canautomatically:

• GaininformationconcerninganunoccupiedcommunicationschannelforarequiredLandEarthStation(LES),performthenecessarychangeofcommunicationchannelandtransmitamessagethroughthatLES;and

• ReceiveanalertthataLEShasamessageforit,performthenecessarychangeofcommunicationchanneltooneappropriatetothatLESandreceivethemessage.

Allbroadcastsofmaritimesafetyinformation(knownasSafetyNET)andcommercialinformation(knownasFleetNET)usingtheEnhancedGroupCallingsystemaremadeontheNCScommonchannel.

Figure 12 - Typical Inmarsat C antenna

7.3.3 Inmarsat-C ship earth station equipmentAn Inmarsat–CSES systemconsistsof anantenna,an electronicsunit, amessageprocessor, a visualdisplayunit,akeyboardandaprinter.Themessageprocessorusually contains afloppydiskdrive forstoringtransmittedandreceivedmessages.

Due to the risk of computer virus infection, direct connection of Inmarsat-C systems to personal computers is not permitted on Australian GMDSS vessels.Integrated radiocommunication System (IrCS) GMDSS workstations can be connected to computers, provided they are protected against the effectsof computerviruses (seeIMO res. A.811(19)).

Transmittedmessagesmaybepreparedbykeyboardentry into the text editor, or transferred from any other administrativecomputerinuseaboardthevessel.Itispossibletoconnectotherinput/outputdevicestothesystem.Inmarsat–CequipmentcarriedonboardmostAustralianvesselsisofteninterfacedwithGPSsatellite navigation equipment toprovide currentpositioninformationintheeventofdistress.Aremotealarmisprovidedintheship’swheelhousetoimmediatelyalertthewatchkeepertothereceptionof any distress or urgentmessages broadcast byEnhancedGroupCalling.Facilitiesarealsoprovidedforinitiatingadistressalertfromaremotelocation,suchastheMaster’sofficeor(original)radioroom.ThesefacilitiesareknownasRemoteDistressInitiationDevices(RDIDs).AnRDIDisrequiredtobefittedtoeachInmarsat-CsystemonboardanAustralianGMDSSvessel.

7.3.4 Omni-directional antennaInmarsat–C has an advantage over Inmarsat–B/Fleet77 in that it requires a narrower bandwidthof radio spectrum to enable communications.Asaconsequence, relatively lowpower isnecessary tocommunicatewith the satellites andonly a small,lightweight, omni-directional (radiating equally inalldirections)antennaisrequired.Theomni-directional characteristicsof theantennameanthatitrequiresnomovingpartsandcantransmitandreceivemessagesevenwhenthevesselispitchingandrollingheavily.Stabilisationagainstyawingandcoursechangesisnotnecessary.

Thecompactsizeoftheantennamakesitsimpletolocateinapositionwhereitsviewofthesatellitewillbeunobstructedbypartsoftheship’ssuperstructure.However,anyobjectwithin1moftheantennawhichcauseashadowsectorofgreaterthan2degreeswillseriouslydegradetheperformanceoftheequipment.



Obstacleswhichappearintheforeandaftdirectionsdown to 5 degrees belowhorizontal, in the portandstarboarddirections,downto15degreesbelowhorizontalmustbetakenintoaccount.

7.3.5 Radiation hazardTheomni-directionalcharacteristicsoftheInmarsatC antennamean that there is no concentrationofradiofrequencytransmittedenergyandanypotentialradiationhazardisminimised.However:

Do not work within 1 m of an Inmarsat-C antenna.

7.3.6 Logging-in procedureOninitialswitch–on,andwhenevertheequipmenthasbeenswitchedoff,itisnecessaryfortheoperatorofanSEStoperformalog–inproceduretotheNCSintheappropriateoceanregion.Thiswill result in theSESbeingregisteredwiththatNCSasanactiveterminal.TheSESwillbetunedinto,andbemonitoring,theNCScommonchannelforEnhancedGroupCallingmessagesandsystemoperationinformationforthatoceanregion.

Asavesseltransitsfromoneoceanregionintoanother,itwillbecomenecessary to change the log–in.Somemodelsof Inmarsat-CSESwill automatically log–inwhenswitchedon.Somemodelsof Inmarsat-Cwillalsoautomaticallyattempt to log–inwhenchangingoceanregion.

AdistressalertcanbetransmittedeveniftheSESisnotlogged–in.

7.3.7 Automatic scan and log-inSES equipment has a facility known as automaticscan and log-in,which,when initiated, causes theequipment to scan througha listofpreferredoceanregions, searching for the strongestNCSCommonChannelsignal.WhentheautomaticscanfacilityfindsastrongerNCSCommonChannelsignalthanthecurrentoceanregionNCSCommonChannel,itautomaticallyperformsalog-outfromthecurrentoceanregionandperformsalog-intothestrongestNCSsignal.

Whenmakingadistresscall, theInmarsat-CsystemusestheNCScommonchannel for theoceanregionthattheequipmentiscurrentlyloggedinto.ToensurethattheSESequipmentremainstunedtothecurrentoceanregionchannel,theautomaticscanfunctionmustbeturnedoff,asdistressmessagescannotbesentwhentheequipmentisscanningforastrongerNCSsignal.

7.3.8 Logging-out procedureIfanSESisnotexpectedtobeusedforaprolongedperiod (for exampleduring refits or for extendedperiodsalongside), theoperator shouldperformalog-out.

Thelog–outadvisestheNCSthattheSESisnolongeroperational.ThisinformationispassedbytheNCStoallLandEarthStations.ThispreventsmessagesbeingsenttothatSESuntilitislogged–inagain.Sendersofmessagestothelogged–outterminalwillbeadvisedthattheirmessagecannotbedelivered.

Ifthelogging–outprocedureisnotperformedbeforeswitch–off,theNCSdatabasewillstillshowthestatusof theSESasactive.Thesystemwill try todelivermessagestotheSES,eventuallyceasingtheattempt.The resultmaybe thatmessages are lost and thesenderchargedfortherepeatedattemptsbytheLEStodeliverthemessages.

7.3.9 Interface with ship’s navigational equipmentUsually a shipboard Inmarsat–C terminalwill beinterfacedwith the vessel’s satellite navigationequipmenttoprovideanaccurateandcurrentpositionforautomatictransmissioninadistressalert.

On shipswhere the Inmarsat-C equipment is notinterfaced to electronic navigation equipment, orwhereexternalelectronicpositioninputisnolongeravailable,itisessentialthattheship’sposition,courseand speed are enteredmanually at intervals notexceeding4hatsea.

The regular entry of position information toInmarsat–Cequipment is alsovital to ensure thattheintegralEnhancedGroupCalling(EGC)facilityresponds toMaritimeSafety Informationwhich isrelevanttotheship’sposition.

7.3.10 Performance Verification Test (PVT)APerformanceVerificationTest(PVT)(alsoknownasa‘linktest’)isconductedwhenanInmarsat–CSESisfirstcommissioned.Thistestconsistsofatransmittedmessage,areceivedmessage,andatransmissionandacknowledgmentofadistressalert.Aship’soperatormayinitiateaperformanceverificationtest(PVT)ifthereisconcernabouttheconditionoftheequipment.

ThePVTor‘linktest’isperformedautomaticallyassoonasthemobileisswitchedonforthefirsttime,andregistersitonthenetworkafterbeingcommissioned.APVT can also be invoked from themobile, andcanbe invoked from theoperator interface at theLES.The test takes tenminutes or less.NoothercommunicationscanbemadeduringthePVT.



7.4 INMARSAT EGC RECEIvERS

7.4.1 IntroductionThe Inmarsat systemprovides a serviceknownasEnhancedGroupCalling (EGC),which providesthe broadcast of information to selected ships in an ocean region.AllAustralianGMDSSvessels carryanEGCfacilityforthereceptionofMaritimeSafetyInformationthroughtheInmarsatsystem.

EGCcapabilityisusuallyincorporatedintoInmarsat–Cequipment only.Manufacturers have developedspecialstand-aloneInmarsatEGCreceivers,however,thesearenotwidelyavailable,noraretheyfittedtoanyAustralianGMDSSvessel. For these reasons,thissectionwillconcentrateontheEGCcapabilityofInmarsat–Cequipment.

7.4.2 Types of EGC service availableTwotypesofEGCmessagesareavailable:

• SafetyNET*;and

• andFleetNET*.

SafetyNET–allowsinformationprovidersauthorisedbytheInternationalMaritimeOrganization(IMO)tobroadcastshore-to-shipmaritimesafetyinformation.

*Note: SafetyNET and FleetNET are registered trademarks of Inmarsat.

Authorisedinformationprovidersinclude:• Hydrographicoffices,fornavigationalwarnings;• Meteorologicalofficesforweatherwarningsand

forecasts;and• Rescuecoordinationcentres,forshoreto

ship distress alert relays, search and rescue communicationsandotherurgentinformation.

TheIMOhasselectedInmarsat’sSafetyNETasoneoftheprimarymeansofpromulgatingMaritimeSafetyInformation for theGMDSS.AustralianGMDSSvesselsarerequiredtocarryanEGCreceivingfacility.

FleetNET–allowsregisteredinformationprovidersto broadcastmessages to selected groups of ShipEarthStations.The selectedSESsmaybelong to aparticularfleetorflag,orbearegisteredsubscribertoacommercialservice.

RegisteredusersofFleetNETmayinclude:• Shipowners,forthebroadcastoffleetorcompany

information;

• Newssubscriptionsservices,forthebroadcastofnewsbulletins;and

• Governments,forthebroadcastofmessagestoaparticularcountry’sships.

SELECTED SHIPS

FLEET

AREA

FLAG

ALL SHIPS

• HydrographicOffice

• MeteorologicalOffice

• RescueCoordinationCentre

• ShippingCompanies

• NewsServices

Figure 13 - Basic concept of the Inmarsat Enhanced Group Call system (the shaded area indicates functions of the SafetyNET service)

* SafetyNET and FleetNET are registered trademarks of Inmarsat



7.4.3 Shipboard equipmentAll Inmarsat–CSESequipment currently availablehasanintegralEGCfacility.

SomeSESequipmentcanreceivebothincomingroutinemailmessagesandEGCmessages simultaneously.This equipment is termed a Class 3 SES.MostAustralianshipscarryClass2SESequipmentwhichcanonlyreceiveEGCmessageswhennotengagedinnormalmail transmissionand reception.WhenengagedonthesetasksthereceiveristunedtoaLandEarthStation(LES)channelandnottotheNetworkCoordination Station (NCS) common channel onwhich EGC broadcasts aremade. During thesebriefperiodsanincomingEGCmessagewillnotbereceived.However,oncetheroutinemailmessageiscompleted,theSESreceiverwillautomaticallyre-tunetotheNCScommonchannelandbefreetoreceiveanyrepeatoftheEGCmessage.

TheInmarsatsystemprovidesa6min‘echo’(i.e.arepeat)ofEGCtraffictoallowvesselsthatmayhavebeenengagedinreceivingorsendingmailtraffictoreturntotheNCSchannel.

Class 2ShipEarthStation equipmentfitted toAustralianGMDSSvesselsofferstheoperatoran“EGConly”or“exclusiveEGCreception”modewhich,ifselected,meansthatthereceiverisnotavailablefornormalmailreceptionbecauseitlogsout.OnvesselswhereduplicationofInmarsat-Cterminalsisprovided,dedicationofoneterminaltothetaskofEGCreceptionisrecommended.

Shipsselectingthisoptionshouldensure that theirownersandagentsareawareoftheidentitynumberoftheterminalnotdedicatedtoEGCreception,asanyroutinemailmessageaddressedtotheEGCdedicatedterminalcannotbedelivered.

DedicationtoEGCreceptionwillnotaffectaterminal’scapacitytotransmitaDistressAlert.

7.4.4 Broadcasts of EGC messagesAnEGCmessage,whetherSafetyNETorFleetNET,isbroadcastoveranentireoceanregionandisreceivedbyallShipEarthStationsinthatregionwhichhavetheirEGCfacilitytunedtotheNCScommonchannel.

Figure 14 - International SafetyNET Service System Concept

Registeredinformationproviders

Navigationalwarningcoordinator SAR coordinator Meteorologicalwarningcoordinator

Inmarsatcoastearthstations

Inmarsat network coordination station

EGC RECEIVER

Receptiondecoding

Decisionprinting

AUTOMATED FUNCTIONS

PositioncomparisonAssess data error rateRejectinadequate/irrelevantmessageSuppressalreadyreceivedmessagesPrint decision

OPERATOR INPUT OPTIONS

NAVAREAMET. area PositionSpecialservicesdesireGroupcallIDOcean area selection



However, themessage is only accepted by thoseEGC receiverswhich are in thegeographical areaspecifiedbytheinformationprovider,orhavebeenprogrammed toaccept thatparticular typeofEGCmessage.AllotherEGCreceiversrejectthemessage.

EGCaddressselectionsthatmaybespecifiedbyaninformationproviderare:

• Shipswithinafixed,oruniquelydefined,geographicalarea;

• Shipsbelongingtoaparticularfleetorflag;

• Aparticularship;or

• Allshipswithinanoceanregion.

AllEGCmessagesareuniquelycoded.ThisallowstheEGCfacilitytoautomaticallysuppressthestorageandprintingofmessages that arebroadcastmorethanonceiftheoriginalmessagehasbeencorrectlyreceived.

7.4.5 Broadcasts of SafetyNET InformationInformationprovidersofMaritimeSafetyInformationmakeuseofthesystem’sgeographicalareaaddressingcapabilities.Forexample,EGCmessagescontainingweather forecasts andNAVAREAwarningswillnormallybesenttofixedareas,andEGCmessagesconcerningalocalstormwarningoradistressalertrelaytoauniquelydefinedarea.

TheelectronicdecisionmadebyaSEStoacceptorrejectsuchmessagesreliessolelyoncomparisonwiththegeographicalpositiondatawhichresidesinthememoryoftheEGCfacility.ThereforeitisessentialthattheEGCfacilityiscontinuouslyprovidedwithcorrectship’spositioninformation.

Ideally, this information shouldbeprovidedbyaninterfacewith the ship’s satellite position–fixingequipment. If an interface isnotpossible, theEGCfacility should be manually updated at periods not exceedingfourhours.

OntheSESequipmentcarriedaboardmostAustralianvessels, theposition entered into thedistress alertgenerator (eithermanually or electronically) alsoupdatestheEGCfacility.

Failure to update the EGC facility withship’spositionwithin12hwill result in theEGC receiver accepting allMaritimeSafetyInformation for the entire ocean regionregardlessofgeographicaladdress.

7.4.6 Coastal warning service using EGCIn theGMDSS,weather andnavigationalwarningsthat concern coastal areasmaybebroadcastby twodifferentmethods–bythe InmarsatSafetyNET2EGCservice,orbyashortrangesystemknownasNAVTEX.Administrationswilldecidewhichofthetwosystemsprovidesthemostefficientmethodofpromulgatingthisinformationfortheirareaofresponsibility.

It shouldbenoted thatwithSESequipment carriedbymostAustralianships,thesoftwareconcerningtheInmarsatSafetyNETEGCcoastalwarningservicemightbedescribedasNAVTEX.AlthoughundertheconceptofGMDSS,informationwhichmaybepromulgatedbytheInmarsatcoastalwarningserviceandtheshortrangeNAVTEXsystemisidentical,thesystemsaredifferentandshouldnotbeconfused.AnyreferencestoNAVTEXinAustralia shouldalsobe taken tomean Inmarsat’sSafetyNETcoastalwarningservice.

Thearrangements for theAustralianpromulgationofMSIviaInmarsatEGCservicesareprovidedinAppendix2andAdmiraltyListofRadioSignals(ALRS),Volumes3and5.ALRSareupdatedviaNoticestoMariners.

Class 1 (no EGC)

Figure 15 - Classes of mobile earth stations

Transmitter Receiver

MessageProcessor

EGC MessageProcessor


MessageProcessor

Transmitter


MessageProcessor

Receiver EGC Receiver

Class 2


MessageProcessor



MessageProcessor

Transmitter


MessageProcessor


Class 3


MessageProcessor



MessageProcessor

Transmitter


MessageProcessor


2SafetyNET is a registered trademark of Inmarsat



7.4.7 Reception of shore to ship distress alert relaysThe shipboard EGC facility ensures a very highprobability of the receipt of a shore to ship distress alert relay froma rescue co-ordination centre.Thereceipt of such amessage, or any EGCmessageencodedwitha“distress”or“urgent”classificationby the information provider,will bemarked byvisualandaudiblealarmstoattracttheattentionofthebridgewatchkeeper.Thesealarmsarenot self–cancelling–theymustberesetmanually.

7.4.8 Further informationFurtherinformationexplaininghowmarinerscanusethe Inmarsat–CSafetyNET systemandobtainMSIavailable at:www.inmarsat.com/Maritimesafety/snet.pdf?language=EN&textonly=False

In addition, a useful resource for Inmarsat information canbefoundat:www.inmarsat.com/Maritimesafety/default.html

7.5 lONG RANGE IDENTIFICATION AND TRACKING (lRIT)TheLong-RangeIdentificationandTracking(LRIT)systemprovides for the global identification andtrackingofships.

LRITisnotpartoftheGMDSS,butGMDSSequipmentcan be used for LRIT, if the equipment is LRITcompliant.

TheobligationsofshipstotransmitLRITinformationandtherightsandobligationsofSOLASContractingGovernmentsandofSearchandRescueServicestoreceiveLRITinformationareestablishedinchapterVoftheInternational Convention for the Safety of Life at Sea 1974(SOLAS),Regulation19-1.

Thesystemrequiresvesselstoautomaticallytransmittheir identity, position anddate/time at 6 hourlyintervalsthroughaCommunicationServiceProvider(CSP).ThedataisthensenttoanLRITDataCentre(DC)which is linked to the International DataExchange(IDE).TheDataDistributionPlan(DDP)isusedtoverifytherequestsforinformation.

LRIT came into force on 1 January 2008, withcomplianceby30June2009.AMSAMarineOrder21giveseffecttoLRIT.SeealsoMarineNotice5/2009.

LRIT is amaritime domain awareness (MDA)initiativetoallowmemberStatestoreceivepositionreports from vessels operating under their flag,vesselsseekingentrytoaportwithintheirterritory,orvesselsoperatinginproximitytotheState’scoastline.

MDAoffersa rangeofbenefits, including security,environmentandsafety/searchandrescuebenefits.

TheLRIT regulationapplies to the following shipsengagedoninternationalvoyages:

• Allpassengershipsincludinghighspeedcraft;

• Cargoships,includinghighspeedcraftof300grosstonnageandabove;and

• Mobileoffshoredrillingunits.

ShipsoperatingexclusivelyinSeaAreaA1,andfittedwith anAutomatic IdentificationSystem (AIS) areexempt,whileshipsoperatinginSeaAreaA2whicharenotfittedwithInmarsat-CGMDSSarerequiredtofitadedicatedLRITterminal.ShipsoperatingintoSeaAreaA4requireadedicatedLRITterminalthatoperatesinconjunctionwithanapprovedlow-earthorbitcommunicationserviceprovider.

Ship LRIT equipmentmust be capable of beingconfigured to transmit the followingminimuminformation contained in an automatic position report (APR):

• Theidentityoftheship;

• Thepositionoftheship;and

• Thedateandtimeoftheposition.

In addition, shipLRITequipmentmustbe able torespondtopollrequestsforanon-demandpositionreport and be able immediately to respond to instructionstomodifytheAPRintervaltoamaximumfrequency of once every 15min.APRswill betransmittedasaminimumfourtimesperday(every6h) toaNationalDataCentreor toaCooperativeorRegionalDataCentrenominatedbytheMaritimeAdministration/FlagRegister(the“Flag”).

Australiahascontractedtheservicesofacommercialdata centre provider – PoleStar Global (www.polestarglobal.com).AustralianregisteredvesselstowhichtheLRITregulationappliesworkwithPolestardirectlytoensuretheirsixhourlyreportsarereceivedandforwarded,asrequired,totheInternationalDataExchange.AtthetimeofpublicationofthisHandbook,platformshavebeenidentifiedassuitableforLRITinclude:Inmarsat-C,Inmarsatmini-C,InmarsatD+(and IsatM2M)and Iridium.Themajorityof shipsrequiredtoparticipateinLRITarealreadyfittedwithcompatibleInmarsat-Csystems.ThetechnologyusedforLRITmaybereviewedatafuturedate,withanemphasisonmakinguseofequipmentcarriedunderexistingcarriagerequirements.


7. GMDSS Inmarsat equipment

7.6 lRIT CONFORMANCE TESTINGAllLRITequipmentaboardshipmustbetestedandthen certifiedby anApplication ServiceProvider(ASP) approvedby theFlagState. If the testing issuccessful,anLRITConformanceTestReport(CTR)isissuedtotheship.TheprocessforobtainingaCTRmayvaryfromflagtoflag,insomecasestheCTRisorderedandpaidforfromtheASP,orfromtheflag.

ShipswishingtoperformconformancetestingshouldconsulttheASPtodeterminetheexactprocesstheASPuses.Usually,theshipisrequiredtoprovidevariousshipidentificationdetails,andisgivenaccesstoaweb-basedtoolwhichguidesthetesterthroughtheprocess.Theminimumtimeperiodfortheconformancetestingis72hinordertoensurealltestrequirementsaremet.ThereisalsoguidancematerialondifferentASPwebsitestoassistinthetestingprocessandprovidetroubleshootinginformationshouldtheunitfailallorpartofthetestingprocess.

InAustralia,AMSAhas identified threeASPs fortesting.AMSAisnotdirectlyinvolvedinthetestingorconformancetestingprocess.InsomeFlagStates,theFlagStateissuestheCTRuponreceivingitfromtheASP.

CompliancewithLRIT shouldbe recordedon theCargoShipSafetyCertificate(FormC)andtheRecordofEquipmentfortheCargoShipSafetyEquipment

Certificate(FormE),(FormPforaPassengership).AvalidCTRisrequiredpriortotheissuingorendorsingof the SafetyRadioCertificate and theRecord ofEquipmentfortheSafetyEquipmentCertificate.

At the time of publication of this Handbook, there is norequirementforconformancetestingtobere-doneannually.

InAustralia,threeASPshavebeenapproved(MarineNotice5/2009refers):

• PoleStarSpaceApplicationsLtd (www.polestarglobal.com)

• FulcrumMaritimeServicesLtd (www.fulcrum-maritime.com)

• SecurewestInternationalIncorporated (www.securewest.com)

AnAustralianshipthatcarriesfullSOLAScertification,anddoes not undertake international voyages, isrequiredtoholdeither:

• LRITequipmentandcertification(asnotedabove);or

• LRITexemptioncertificate,issuedbyAMSA.

Further information on LrIT in Australia can be found ontheAMSAwebsiteatwww.amsa.gov.au.


GMDSS MF, hF AND vhF EquIpMENT8This chapter provides general guidance in the principles and operation of GMDSS MF, HF and VHF equipment. For specificoperational instructions,please refer to the equipment’s operator’s manuals carried on board your vessel.

8.1 MF/hF TRANSCEIvERS8.1.1 System overviewGMDSSMF/HFtransceiversareamodularsystemcomprisingthreeunits:• The Operator’s Control Unit (OCU)–provides

controlofalltransceiverfunctions.Usuallyincludesakeyboardforfrequencyselection,adigitalfrequencydisplayandmeter(s)formonitoringequipmentperformance;

• The Transceiver Unit –containsthetransmitterandreceiverelectronicsandcontrolcircuitry;and

• The Antenna Tuning Unit (ATU)–enablesthesignalsfromthetransceivertobecoupled(tuned)totheantenna.Usuallymountedexternally,veryclosetotheantenna.

Itisquitecommonforthesethreeunitstobemountedupto50to100mapart.

8.1.2 Frequency selectionFrequencyselectionisusuallyaccomplishedwithanumerickeyboard.The threeprincipalmethodsoffrequencyselectionare:• by ITU Channel number–theequipmentstores

thefrequencyinformationforallITUallocatedradiotelephoneandtelexchannels.Thesemayberecalledfrommemorybyenteringtheactualnumber,suchas‘404’or‘1202’;

• by Memory Channel Location–mosttransceiversofferanumberofoperatorprogrammablechannels.Recallofstoredfrequenciesissimplyamatterofenteringthechannelnumber,e.g.‘12’forthe12MHzdistressfrequencyof12290kHz,etc.;and

• by Direct Keyboard Entry–thetransmitandreceivefrequenciesmustbothbeenteredseparatelyonthekeyboard,inmuchthesamewayasusingapocketcalculator.

8.1.3 Transmitter tuningBeforetheequipmentcanbeused,theantennamustbetunedtothetransmitter.Thisfunctionisautomatic,andusuallyaccomplishedbya‘tune’button,orbydepressingthe‘pushtotalk’switchonthemicrophoneorhandset.Thisprocessmustberepeatedwheneveranewtransmitfrequencyisselected.

8.1.4 Emission classTheequipmentprovidescontrolsforselectionofthemodeoftransmission(seeSection2.7.2).SSBoperationisusually referred toas ‘USB’ (upper sideband)or‘J3E’,NBDPandDSCbyeither‘F1B’,‘J2B’or‘Telex’.

8.1.5 Volume controlThevolumecontrolcontrolsthevolumeleveloftheloudspeaker and is either a standard rotary knob, or twoseparatepushbuttons;onetoincrease,andtheother todecreasethevolume.Forequipmentfittedwithtelephone-stylehandsets,theearpiecevolumeisusuallyfixed,andcannotbealtered.

8.1.6 Mute controlThiscontrolallowstheoperatortostoptheconstantbackground hiss from the receiver. OnMF/HFequipment,thelevelofmutingisusuallypre–setandcanonlybeturnedofforon.

8.1.7 Clarifier or receiver fine tuningModernMF/HFequipmentprovidesveryaccurateandstablefrequencycontrol.However,occasionallySSBsignalswillbereceivedthatareslightlyofftheircorrectfrequency.Theclarifierorfinetuningcontrolvariesthereceiverfrequencytoallowoff–frequencysignals tobe correctly receivedandunderstood. Itdoesnotaffectthetransmitterfrequency.

8.1.8 RF gain control/AGCTheRFgain control adjusts the sensitivity of thereceiver.Itshouldnormallybeleftsetatmaximum.

MosttransceiversarefittedwithanAutomaticGainControl(AGC)system.Thisautomaticallycompensatesforvariationsinreceivedsignalstrengthduetofadingandinterference.Itshouldnormallybelefton.

8.1.9 Output power controlThis controls the transmitter output power level.The minimum power necessary for reliablecommunicationsshouldnormallybeused.

8.2 vhF TRANSCEIvERS

8.2.1 System overviewVHFtransceiversarecommonlyintegratedintoonesmallunit,containingallcontrolsandelectronics.ThetransmittersandreceiversfittedinVHFtransceiversaredesignedtobe‘pre–tuned’tospeciallydesignedVHFantennas.Antennatuningunitsarenotused.


8. GMDSS MF, HF and VHF equipment

SomemodelsofVHFtransceiversofferremotecontrolunitsforcontroloftheequipmentfromotherareassuchascargocontrolrooms,ship’soffices,etc.Inthesetypeofinstallations,thebridge-mountedcontrolunithaspriorityoverallotherunits (it isknownasthe‘Master’),andisabletotakecontrolofthetransceiveratanytime.

8.2.2 Frequency selectionVHFtransceiversprovideselectionofthe57allocatedVHFmarine channels.Channel selectionmethodsvary fromkeyboards toknobs and switches.Mostunitsprovidesinglebuttonselectionofchannel16,theradiotelephonedistressandsafetychannel.Somealsoprovidesinglebuttonselectionofchannel70,theDSCdistressandsafetychannel(seeSection2.7.4).

8.2.3 On/off and volume controlOften these functions are combined into a singlecontrol. It isused to turn theequipmentonoroff,and to adjust the levelof signals coming from theloudspeaker. For equipmentfittedwith telephone-stylehandsets,theearpiecevolumeisoftenfixed,andcannotbealtered.

8.2.4 Squelch controlAswithMF/HF transceivers, this control allowsthe operator to stop the constant and annoyingbackgroundhissorroarfromthereceiver.OnVHFequipment it isusually an adjustable control.Thecorrect setting is so that thehissor roar cannotbeheardbutonlyjust.Furtheroperationofthecontrolwillprogressivelyde–sensitisethereceiver.

8.2.5 Output power controlAswithMF/HF transceivers, this controls thetransmitter output power level.OnVHFmarineequipmentitmaybemarked“25W/1W”(25wattsor1watt)or“high/low”.Itshouldnormallybeleftsetat‘low’,unlesscommunicatingwithastationatlongrange.

8.2.6 Dual Watch Control (DW)ThiscontrolpermitstheoperatortokeepalisteningwatchontwodifferentVHFchannels(usuallychannel16andoneother).

8.2.7 International/USA controlThis controlmaynotbe foundonallVHFmarineequipment. It is providedby themanufacturer topermit communicationswith stations in theUSAwhichdonot conformentirely to the internationalVHFchannelplan.Itisimportantthatthiscontroliskeptinthe“international”positionatalltimesunlessinthecoastalwatersoftheUSA.

8.3 WATChKEEpING RECEIvERS8.3.1 IntroductionTheGMDSSregulationsrequireshipstocontinuouslymonitor certaindistress frequencieswhilst at sea.Special dedicated receivers have beendevelopedforthisfunction.Thesereceiversarefixed-tunedtotherelevantdistressfrequency,andallowtheship’sotherreceivers(incorporatedintheMF/HFandVHFtransceivers) tobeused fornon–distresspurposes,suchaspubliccorrespondence,etc.Watchkeeping receivers are fittedwith their owndedicatedantennas.The following sectionsdescribe the three typesofwatchkeepingreceiversfittedtoGMDSSvessels.

8.3.2 MF and HF DSC watchkeeping receiversThesereceiversaredesignedtomonitortheMFandHFDSCdistressfrequencies.AstheDSCsystemisdesigned for the transmissionofdata signalsonly,DSCwatchkeepingreceiversareconnectedtoaDSCmodem(modulator–demodulator)–alsoknownasaDSCController.Thisequipmentdecodes,processesanddisplaysthedigitalsignals.Italsoencodesthemfor transmission. Somemanufacturers produceintegratedMF/HFDSCwatchkeepingreceiversandmodemsinonechassis.Thereare twotypesofMF/HFDSCwatchkeepingreceivers:• MFonly-monitorsthe2MHzDSCdistressand

safetychannelof2187.5kHzonly.• MF/HF-monitorsall6MF/HFDSCdistressand

safetychannelsfrom2-16MHz.MFonlyreceiversarenormallynotfittedwithanycontrols,apartfromapowerindicator.MF/HF receivers canmonitor up to 6 channelsby scanning them in rapid sequence.TheGMDSSregulationsrequirethatMF/HFDSCwatchkeepingreceiversbeabletoscanallchannelswithin2seconds.Thesereceiversalsoincorporatefacilitiestocontrolwhichchannelsareincludedinthescanningsequence(the 2MHz and the 8MHz channels cannot beswitchedout, andare always scanned).There is avisualindicationofwhichchannelsarebeingscanned.Some receivers also provide a small loudspeakerwhichmay be switched on or off to verify thereceiver’sscanningperformance.

8.3.3 VHF DSC watchkeeping receiverThesereceiversaredesignedtomonitortheVHFDSCdistresschannel,channel70.AswithMFandMF/HFDSCreceivers,VHFDSCreceiversareconnectedtoamodemtodecodeanddisplaythedigitalinformation.VHFreceiversarenormallyonlyfittedwithapowerindicator.SomemanufacturerscombinetheVHFDSCwatchkeepingreceiverandmodemintoonechassis.


EMERGENCy pOSITION INDICATING RADIO bEACONS (EpIRbS)9

This chapter provides general guidance in the principles and operation of Emergency position Indicating radio beacons (EpIrbs). For specific operational instructions, please refer to the equipment operator’s manuals carried on board your vessel.

9.1 EpIRbS

9.1.1 The EPIRB systemEmergency Position Indicating Radio Beacons(EPIRBs)aresmall,portable,batterypoweredradiotransmittersthatarebothwatertightandbuoyantandtransmit in the406.0–406.1MHzchannel.EPIRBsare carried aboardmerchant ships, someprivatevessels,commercialandmilitaryaircraft.Theyalsotransmit adistinctive swept audio tone signal ontheinternationalaeronauticaldistressfrequenciesof121.5MHzforhomingpurposesbysearchandrescueaircraft.Aircraftat30000feetcandetecttheaudiotonesignalsatapproximately200nmiles(refertoSection9.2.2formoredetailson121.5MHzsignal).

EPIRBscanalsotransmitaGNSSpositionprovideditisfedfromaninternalorexternalGNSSdevice.IfaninternalGNSSreceiver isfitted, thesearesometimesknownas“G-PIRBs”,butatthetimeofpublicationofthisHandbook,werenotmandatoryonGMDSSvessels.

9.2 ThE COSpAS-SARSAT SySTEM9.2.1 IntroductionCospas-Sarsatwas initially developed under amemorandumofunderstandingamongagenciesofCanada,France,theformerUnionofSovietSocialistRepublicsandtheUnitedStatesofAmerica,signedin1979.

Cospas-SarsatisacombinedRussian-Englishacronymand means:

• COSPAS–CosmicheskayaSistyemaPoiskaAvariynichSudov;and

• SARSAT–SearchandRescueSatelliteAidedTracking.

On1July1988,thefourpartnerStatesprovidingthespacesegmentsignedtheInternationalCospas-SarsatProgrammeAgreement,whichensuresthecontinuityofthesystemanditsavailabilitytoallStatesonanon-discriminatorybasis.InJanuary1992,theGovernmentof the russian Federation assumed responsibility for

theobligationsoftheformerUnionofSovietSocialistRepublics.A number of States, non-parties to theagreement,havealsoassociatedthemselveswiththeprogramme.

Throughtheirassociationwiththeprogramme,Statescontribute ground receiving stations that enhanceCospas-Sarsatdistress alerting capabilities and/orparticipate in internationalCospas-Sarsatmeetingsdedicatedtotheworldwidecoordinationofsystemoperationsandprogrammemanagement.

TheobjectivesofCospas–Sarsataretoensurethelong–termoperationofthesystem,providedistressalertand location informationonanon–discriminatorybasisandsupportthesearchandrescueobjectivesoftheInternationalCivilAviationOrganization(ICAO)andtheInternationalMaritimeOrganization(IMO).

The system comprises of:• Aspacesegmentoperatinginlow–Earthorbit

(LEO)andgeostationaryorbit(GEO);• Agroundsegmentconsistingofsatellitereceiving

stations,knownaslocaluserterminals(LUT),anddatadistributioncentres,knownasmissioncontrolcentres(MCC);and

• Emergencyradiobeaconsoperatingat406MHz,thecharacteristicsofwhichcomplywithappropriateprovisionsoftheInternationalTelecommunicationUnion(ITU)andCospas–Sarsatspecifications.

FurtherinformationontheCospas–Sarsatsystemcanbe found in the Admiralty List of Radio Signals (ALrS) Vol.5,andat:www.cospas–sarsat.org/

9.2.2 Description of the systemSearchandrescueinstrumentsprovidedbyCanadaandFranceareflownonthepolar–orbitingsatellitesofthe National Oceanic and Atmospheric Administration (NOAA) of the United States ofAmerica. Thiscomprises the Sarsatportionof theCospas–Sarsatspacesegment.TheRussianSterkhseriesofpolar–orbiting satellites also carry the search and rescueinstruments thatmake up theCospas portion ofthe space segment.Additionally, searchandrescueinstrumentsarecarriedontheNOAAgeostationaryoperational environmental satellites (GOES) seriesof satellites, the European SpaceAgency’s (ESA)MeteosatSecondGeneration (MSG)meteorologicalsatellitesandontheIndianINSAT–3seriessatellites.


9. Emergency Position Indicating Radio Beacons (EPIRBs)

These instruments are capableofdetecting signalson the Earth’s surface transmitted fromdistressbeaconsreferredtoasemergencylocatortransmitters(ELTs),emergencyposition–indicatingradiobeacons(EPIRBs)orpersonallocatorbeacons(PLBs).ELTsareusedprimarilyonaircraft,EPIRBsonmaritimevesselsandPLBsbyindividualsonland.

ELTs,EPIRBs,andPLBsmayoperateonthe406MHzfrequencieswith121.5MHzusedforhoming.The406MHzbeacons transmit adigital code that containsinformationaboutthetypeofbeacon.Each406MHz

beacon in theworld has a unique identifier. Theuniqueidentifierallowsforadditionalinformation,the registrationdata, to be linked to eachbeacon.AfterreceiptofELT,EPIRBorPLBsignals,thesatelliterelaysthesignalstotheLUT.

From1February2009,satellitedetectionof121.5MHzand243MHzdistressbeaconswasdiscontinued.

Only 406MHzdistress beacon transmissions aredetectedbysatellite,andthe121.5MHzsignalusedonlyforaircrafthomingonthe406MHzbeacon.

Figure 16 - Satellite visibility for 406 MHz beacons

1- Ouargla, Algeria2- El Palomar, Argentina3- Rio Grande, Argentina4- Albany, Australia5- Bundaberg, Australia6- Brasilia, Brazil 7- Manaus, Brazil8- Recife, Brazil 9- Churchill, Canada10- Edmonton, Canada11- Goose Bay, Canada12- Easter Island, Chile

45

42

1041

43

9 11 4017 22 18 38

136

26

33 39 30 20

19 3746 16

34

21

23

15 2532

24

44

4 5

2735

12

13 3

14 2

31 87

2928

6

-150 -120 -90 -60 -30 0 30 60 90 120 150 180

-60

-30

0

30

60

13- Punta Arenas, Chile14- Santiago, Chile15- Beijing, China *16- Hong Kong, China *17- Toulouse, France **18- Penteli, Greece19- Bangalore, India20- Lucknow, India21- Cengkareng, Indonesia22- Bari, Italy23- Keelung, Itdc *24- Gunma, Japan

25- Incheon, Korea26- Abuja, Nigeria 27- Wellington, New Zealand28- Tromsoe, Norway29- Spitsbergen, Norway30- Karachi, Pakistan 31- Callao, Peru32- Nakhodka, Russia33- Jeddah, Saudi Arabia *34- Singapore35- Cape Town, South Africa36- Maspalomas, Spain

Notes: * = Dual System ** = Dual System, which operates as one LEOLUT

37- Bangkok, Thailand *38- Ankara, Turkey *39- Abu Dhabi, UAE40- Combe Martin, UK41- Alaska, USA *42- California, USA *43- Florida, USA *44- Guam *45- Hawaii, USA *46- Haiphong, Vietnam

Current as at April 2012. Source: www.Cospas-Sarsat.org

The Cospas-Sarsat LEOSAR system provides global coverage for 406 MHz beacons. The blue region indicates the area where an over-flying satellite could be seen by a LEOLUT



9.2.2.1 Modes of operation

TheCospas–Sarsatsystemprovides twomodes forthedetectionofbeaconsignals–therealtimeandtheglobalcoveragemode.

• RealTimeMode–inthismode,arepeateronboardthesatelliterelaystheEPIRBsignalsdirectlytoground,whereitisreceivedandprocessedbyaLUT.IfbothabeaconandaLUTaresimultaneouslywithinviewofasatellite,theEPIRBtransmissionscanbeprocessedimmediately.

Asatellitecoversanareawithinapproximately2000kmeithersideofitstrackovertheground.IfaLUTisnotwithinviewofasatellite,theinformationfromtheEPIRBwhichisrelayedtoEarthislost.ThisfactlimitsthedetectionandlocationofEPIRBsoperatingin the real timemode toparticulargeographicalareassurroundingaLUT.

• GlobalCoverageMode–inthismode,signalsfroman activated 406MHzEPIRB are frequency andtime–taggedandstored in thesatellite’smemory.Asthesatellite’spathbringsitintoviewofaLUT,information,includingthebeaconuniqueidentifier,frequency of detection and time of detection, iscontinuouslyrelayeddowntotheLUT.

TheglobalcoveragemodeissodescribedbecauseitdoesnotsufferthegeographicallimitationsoftherealtimemodeandallowsdetectionandlocationanywhereontheEarth’ssurface.Itisthisfactthatmakes406MHzEPIRBsacceptablefortheGMDSS.

TheLUT,aftercomputingthelocationoftheemergencybeaconusingDopplerprocessing, transmitsanalertmessagetoitsassociatedmissioncontrolcentre(MCC).TheMCCperformsmatching andmergingof alertmessageswithothermessagesreceived,sortsthedatageographicallyandsubsequentlytransmitsadistressmessagetoanotherMCC,anappropriatesearchandrescue authority such as a national rescue coordination centre(RCC)oraforeignSARpointofcontact(SPOC).

TheCospas–Sarsatdistress alert formats receivedatanRCCaregiveninAppendixB,oftheIAMSARManual,VolII(SeeSection13.2ofthisHandbook).

9.2.3 Principle of locationTheCospas–Sarsat systememploysDoppler shiftprinciples, using the relativemotion between asatellite and an activated beacon to calculate thelocationof thatbeacon.This techniqueproducesapositionline,uponwhicharetwopositions,oneeithersideofthesatellite’strackovertheground.Oneistheactualposition,andtheotheristhe“mirrorimage”ontheothersideofthesatellite’strack.Thisambiguityisresolvedwithasubsequentsatellitepass.

Thefrequencytimeplot(DopplerCurve)inFigure17isrepresentativeofasignalheardbyaLEOsatellitepassingoverastationarytransmitteronthesurfaceoftheEarth.Thepointofinflectionofthecurverepresentsthepointintimewherethesatellitewasclosesttothetransmitter (TCA–TimeofClosestApproach).Theactualshapeofthecurvecanbeprocessedtoindicatethedistancethetransmitterwasfromthesatellitetrack.

Using this information, andbyknowingwhere thesatellitewasatalltimesduringthepass,itispossibletoplot two lineswhich represent thedistance fromthe satellite trackwhere the transmitter couldhavebeen.Thenknowingthetimeofclosestapproachofthesatellite,itisasimplematterofdrawingperpendicularlinesfromthepointonthesatellitetrackatTCAtothelinesrepresentingthedistancebetweenthetransmitterand the satellite track.Where these lines intersectrepresent twopossible locations for the transmitter,onebeingtheactuallocationandtheotherbeingitsmirrorimage.SeeFigure18.

Asubsequentsatellitepassonadifferentsatellitetrackcanbeusedtoresolvetheambiguity.AnestimateofthetrueandimagelocationcanalsobecalculatedbytakingintoaccounttheEarthrotationwhencomputingtheDoppler solutions.However, this ambiguityresolutiontechniqueisdependentuponthestabilityofthetransmittedfrequency.

Figure 18 -Doppler Mirror Positions

A BSolution A Solution B

SatelliteTrack

Position ofsatellite atTCA

X

Distance fromsatellite trackderived fromshape of curve

Distance fromsatellite trackderived fromshape of curve

Figure 17 -Doppler Curve



Asthe406MHzbeaconstransmita5Wburstofdataof approximately 0.5 sduration every 50 s (±5%),thehigherpeakpower increases thepossibility ofdetectionbythesatellite.

IftheLUTreceiveslimitedburstsfromthe406MHzEPIRBthenaDopplerpositioncannotbecalculatedbut the identity information containedwithin thesignalwillbeprocessedandtransmittedtoaRCC.With location protocol beacons this may include an encodedposition.

9.2.4 System overviewAsystemoverviewispresentedinFigure19.

TheCospas–Sarsatspacesegmentincludessatellitesin LEO and GEO. Satellites in LEO and theircorrespondinggroundreceivingstationsareknownastheLEOSARsystem,whilesatellitesinGEOandtheircorrespondingground receiving stations constitutetheGEOSARsystem.Figure20showstherelationshipbetweentheLEOSARandGEOSARorbits.

WhenthetwosystemsarecombinedCospas-Sarsatisabletoprovidearobustcapabilitybyproviding:• GlobalLEOSARcoverage;• Near-instantaneousGEOSARcoverage;• IndependentLEOSARDopplerpositioning;• Highprobabilityofdetection/locationwiththe

LEOSARsystemanywhereonlandoratsea,eveninsituationswhereobstaclesblockthebeacontransmissiontoaGEOSARsatellite;and

• Highsystemcapacity.

Thesatellitesinthetwotypesoforbitareconsideredcomplementary.While the geostationary satellitesoffer near-instantaneous detection of 406MHzdistressbeacons,theydonotprovideDopplerlocatingcapabilitiesandtheirfieldofviewislimitedtotheareabetween70oNand70o S.

TheLEOsatellitesprovideglobalcoverageandDopplerlocatingcapabilitiesbuthaveaninherentdelaygiventheirorbitalcharacteristicsandfieldofview.

Figure 19 - Basic concept of the Cospas–Sarsat system



Figure 20 - LEOSAR and GEOSAR satellites

Cospas-Sarsatestimatesthatapproximately1.2million(2013)406MHzdistressbeaconsarecurrentlyinuseworldwide.Whilemanyofthosebeaconsarecarriedbyaircraftandmaritimevesselsinresponsetonationaland international carriage requirements, agrowingnumberarecarriedbynon-mandatedusers.

Internationalemergencybeaconcarriagerequirementsaredevelopedby the appropriateorgansof ICAOandIMO.Annexes6and10oftheICAOConvention on Civil Aviation specify the406MHzELTcarriagerequirementsforaircraftthatfallunsertheConvention.ACospas–SarsatEPIRBoperatingat 406MHzcanbeusedtocomplywithIMOguidancethatvesselscoveredbytheInternational Convention for the Safety of Life at Sea(SOLAS)carryanEPIRB.

9.2.5 New developments

9.2.5.1 Space segment

ThepartiestotheCospas–Sarsatagreementcontinuetoplanforthelong–termoperationoftheLEOSARspacesegmentandthelongertermoperationoftheGEOSARsystem.

Future space segment plans include the study ofplacing search and rescue instruments in amid-Earth orbit (MEO) on board global navigationsatellite systems such as theUnited StatesGlobalPositioningSystem (GPS),RussianGLONASSandtheproposedEuropeanGalileosystem.Searchandrescue instruments in thatorbit could significantlyenhancecurrentoperations.

Figure 21 - 406 MHz GEOSAR Satellite Coverage and GEOLUTs Current as at August 2013 - Source: www.Cospas-Sarsat.org

1 - Algiers, Algeria 2 - El Palomar, Argentina 3 - Brasilia, Brazil4 - Recife, Brazil5 - Edmonton, Canada

6 - Ottawa, Canada 7 - Santiago, Chile 8 - Toulouse, France9 - Penteli, Greece10 - Bangalore, India

*The Combe Martin GEOLUT processes distress signals relayed by MSG-3. MSG-2 is in standby for use when needed.

11 - Bari, Italy12 - Wellington, New Zealand13 - Fauske, Norway14 - Callao, Peru15 - Moscow, Russia

16 - Maspalomas, Spain17 - Ankara, Turkey18 - Abu Dhabi, UAE19 - Combe Martin, UK*20 - Maryland, USA

-150 -120 -90 -60 -30 0 30 60 90 120 150 180

-60

-30

0

30

60

GOES-15(-135 Deg)

ELECTRO 11(76 Deg)

5

6

20

43

27

14

1981

11

1315

18

10

12

GOES-13(-75 Deg)

MSG-3(0 Deg)

1617

MSG-2(+9.5 Deg)

9

INSAT-3A(+93.5 Deg)



9.2.5.2 Distress beacons

Inordertomakeeffectiveuseofsearchandrescueinstruments ingeostationaryorbits,new406MHzdistress beacons have been introducedwith thecapability to accept position information from internal orexternalnavigationdevicessuchasGPSreceivers.Thishasthepotentialtoprovidenear–instantaneousalertingandlocatingviatheGEOSARsystem.

GpS versus non-GpS beacons-AGPSequippedbeaconhas a location accuracyof 120mandlocationisprovidedbygeostationarysatelliteswithinminutes. Non-GPS beacons have alocationaccuracyof5km.Thesatellitesystemtakes90minonaveragetocalculatetheinitialposition from a beaconwhich is not GPSequipment,butitmaytakeupto5hdependingontheconditions.ConsideringthatEPIRBscanbedeployed fromsmall survival craft inpoorsea conditions, fromaSARperspective,GPS-equippedEPIRBSarerecommended.

9.2.5.3 121.5 MHz satellite alerting phased out

121.5MHzdistressbeaconshadseriouslimitationsandusedoutdated technology. Itwas the sourceofalargenumberoffalsealertsandtheabsenceofidentificationinformationsignificantlyincreasestheworkloadofsearchandrescueservices.ThatsituationledtoarequestbyIMOfor terminationofsatelliteprocessingof121.5MHzsignals.

In1999,theCouncilofICAOadoptedamendmentsto the annexesof theConventionon InternationalCivilAviation requiringallnewaircraft from2002andallaircraftfrom2005underthejurisdictionoftheConventiontocarryanELToperatingat406MHz.The ICAOCouncil also agreed thatCospas–Sarsatprocessingof121.5MHzELTscouldbediscontinuedfrom2008.

InresponsetotherequestofIMOandthedecisionsofICAO,121.5MHzsatellitealertingwasterminatedon1February2009.

9.2.5.4 New frequency channels

The 406.0–406.1MHzbandhas been set aside byITU for low–power satellite emergencyposition–indicatingradiobeaconstransmittingfromtheEarthtospace.Atpresent,Cospas–Sarsatdistressbeaconstransmit at 406.025, 406.028, 406.037 and 406.040MHz,therebyusingonlyaportionofthe406.0-406.1MHzband.

Inanticipationofan increase in thenumberof406MHzdistressbeaconusersdue to thephasingoutof 121.5MHz satellite alerting and the potentialimpact on system capacity resulting from lack offrequencyspreading,Cospas–Sarsathaspreparedacomprehensivefrequencymanagementplan.

9.2.5.5 International 406 MHz registration database

The effectiveness of 406MHzdistress beacons issignificantlyimprovedwhenthebeaconsareproperlyregisteredandtheregistrationinformationisavailabletosearchandrescueauthorities.Searchandrescueauthoritieshaveexpressedconcernthatanumberofnationaladministrationsdonothaveproperfacilitiestomaintainanddisseminateregistrationinformation.

Inordertoaddressthoseconcerns,Cospas-SarsathasmadeavailabletheInternationalBeaconRegistrationdatabase(IBRD)system,operationalfrom16January2006(www.406registration.com).

9.3 AuSTRAlIAN AND NEW ZEAlAND COSpAS-SARSAT GROuND SEGMENT

The Australian Maritime Safety Authority (AMSA) has established LUTs at Albany, Western Australia and Bundaberg,Queensland.TheseLUTsareconnectedtotheMCCattheRescueCoordinationCentre(RCC)inCanberra.NewZealandhasestablishedaLEOLUTandtwoGEOLUTsatWellington,whichisalsolinkedtotheMCCinCanberra.

TheLEOLUTsinAustraliaandNewZealandprovidecoverageoftheAustraliancontinent,theTasmanSeaandthesurroundingoceanstoarangeof900kmoffshoreintherealtimemode(seeFigure17andFigure22).TheAustralianMCCislocatedwithintheRCCinCanberra,howeversomeMCC’sarelocatedremotelyfromtheirassociatedRCC.

9.4 vESSEl IDENTIFICATION AND bEACON REGISTRATION

Every406MHzEPIRBhas aunique identity codewhichistransmittedaspartofitssignal.Thiscodeindicates theparticular vessel and the country ofbeacon registration.This code isprogrammed intothe beacon by the supplier before it is installed on boardavessel.Theoretically,LUTsanywhereintheworldreceivingadistressalertandlocationfromanactivated406MHzEPIRBcanidentifythevesselin



distressanditscountryofregistration.Thisisagreatadvantage for searchand rescueplanning, as eachnationalMRCCholdsarecordofvesselcharacteristicssuchas;description,numberofcrew,etc.

Ifthesystemistoworksuccessfully,andfortheirownsafety,itismandatorythatpurchasersof406MHzEPIRBsregistertheirbeacons.Theregistrationform for Australian country coded beacons is availablefromtheFormsandPublicationspageontheAMSAwebsite:www.amsa.gov.auandacopyisprovidedinAppendix9.Itisrecommendedthatacopyoftheregistrationformassubmittedtotherelevantbeaconregistrationauthority isavailableon board for inspection.An extract from IMOResolutionA.814(19),Guidelines for Avoiding False Distress Alerts, states:

“...ensure that encoded identities of satellite EPIRBs, which are used by SAR personnel responding to emergencies, are properly registered in a database accessible 24 hours a day or automatically provided to SAR authorities (masters should confirm that their EPIRBs have been registered with such a database, to help SAR services identify the ship in the event of distress and rapidly obtain other information which will enable them to respond appropriately); ...”

Thepreferredmethodofregistrationisonlineat www.amsa.gov.au/beaconsAustralianpurchaserswhodonothaveaccessto theweb can register by completing theregistrationformprovidedwiththebeaconandmailorfaxittotheBeaconRegistrationTeamatAMSAbeforetheirvesseltakestosea.

FailuretodosoisanoffenceunderMarineOrders.Purchasersof second-hand406MHzEPIRBsmustalsoprovidedetailstothedatabase.

ThereisaninternationalBeaconRegistrationDatabaseforbeaconscodedtocountriesthatdonothavetheirownRegistrationDatabases.AMSAmanages theAustralianRegistrationDatabase for allAustralianregistered406MHzdistressbeacons.OwnersshouldregistertheirbeaconswithAMSAtoensurethebestpossibleresponsetimesiftheyhavetoactivatetheirbeacon.

Thebeacon registrationdatabasemanagermaybecontactedon1800406406or (02) [email protected]

9.5 hOMING by SEARCh AIRCRAFTTheCospas–Sarsat systemprovidesanaccuracyofapproximately3nmilesfor406MHzbeaconsusingDopplerprocessing.Onceageneralsearchareahasbeen established,military or civilian aircraftwithspecialiseddirectionfindingequipmentwillbeusedtolocatetheEPIRB.AllCospas–SarsatbeaconsfittedtoAustralianvesselsalsoradiateonthe121.5MHz,toallowthisfinalhomingbysearchaircraft.

9.6 EpIRb REquIREMENTS FOR GMDSS vESSElSMarine Orders made under the Navigation Act 2012 requirethateveryAustralianGMDSSvesselshallbefittedwithanEPIRBoperatingon406MHz (with121.5MHzforhoming)intotheCospas–Sarsatsatellitesystem(commonlyknownasa406MHzEPIRB).

TheIMOEPIRBperformancestandardalsoincludesthefollowingrequirements:

• electricalportionsarewatertightatadepthof10mforatleast5min.Considerationshouldbegiventoatemperaturevariationof45ºCduringtransitionsfromthemountedpositiontoimmersion.Theharmfuleffectsofamarineenvironment,condensationandwaterleakageshouldnotaffecttheperformanceofthebeacon;

• beautomaticallyactivatedafterfloatingfree;

• becapableofmanualactivationandmanualdeactivation;

• beprovidedwithmeanstoindicatethatsignalsarebeingemitted;

• becapableoffloatinguprightincalmwaterandhavepositivestabilityandsufficientbuoyancyinallseaconditions;

• becapableofbeingdroppedintothewaterwithoutdamagefromaheightof20m;

• becapableofbeingtested,withoutusingthesatellitesystem,todeterminethattheEPIRBiscapableofoperatingproperly;

• beofhighlyvisibleyellow/orangecolourandbefittedwithretro-reflectingmaterial;

• beequippedwithabuoyantlanyardsuitableforuseasatether,whichshouldbesoarrangedastopreventitsbeingtrappedintheship’sstructurewhenfloatingfree;



• beprovidedwithalowdutycyclelight(0.75cd)“strobelight”,activeduringdarkness,toindicateitspositiontonearbysurvivorsandtorescueunits;

• notbeundulyaffectedbyseawateroroilorboth;

• beresistanttodeteriorationinprolongedexposuretosunlight;

• beprovidedwitha121.5MHzbeaconprimarilyforhomingbyaircraft;

• thebatteryshouldhavesufficientcapacitytooperatethesatelliteEPIRBforaperiodofatleast48h;

• havelocalmanualactivation;remoteactivationmayalsobeprovidedfromthenavigatingbridge,whilethedeviceisinstalledinthefloat-freemounting;

• becapable,whilemountedonboard,ofoperatingproperlyovertherangesofshockandvibrationandotherenvironmentalconditionsnormallyencounteredabovedeckonseagoingships;

• bedesignedtoreleaseitselfandfloatfreebeforereachingadepthof4matalistortrimofanyangle;

• manualdistressalertinitiationshouldrequireatleasttwoindependentactions;

• thesatelliteEPIRBshouldbesodesignedastooperateunderanyofthefollowingenvironmentalconditions:

– ambienttemperaturesof-20ºCto+55ºC;

– icing;

– relativewindspeedsupto100knots;and

– afterstowage,attemperaturesbetween-30ºC and+70ºC.

EPIRBs,whentakentosurvivalcraft,aredesignedtobetetheredtothesurvivalcraftbythetetherprovided,andfloatupright in thewater, using the sea as a‘groundplane’foritsantenna.

9.6.1 Additional EPIRBs on Australian ships406MHz beacons are also fitted in life-rafts onAustralianships(replacingthe121.5MHzbeacons).These406MHzbeaconsareusually‘Class3’beacons,i.e.manually-activated,non-float free.AlthoughnotrequiredtobeindividuallyregisteredtoavesselliketheSOLASdistressbeacons,eachbeaconhasauniquemanufacturersserialisednumber,andliferaftservicingagents adviseAMSAof theClass 3 beacons in theliferaftsofeachparticularship,toaidsearchandrescue.

9.7 406 MhZ EpIRb OpERATION

A406MHzEPIRBisasmall,self–contained,batteryoperatedradiotransmitterwhichisbothwatertightandbuoyant. 406MHzEPIRBs aremounted in aspecialfloat-freebracketoneitherthebridgewing,orthecompassdeck.Thehydrostaticreleaseinthebracket isdesignedtorelease thebeaconwhenthebracketissubmergedtoacertaindepth.

Operating procedures differ betweenmodels,however all beacons incorporate amulti–positionswitchthatselectsthefollowingmodesofoperation:

• Off(orsafe)–thebeaconisswitchedoff,andwillnottransmit;

• Armed(orauto)–thebeaconwillautomaticallyswitchonwhenitisreleasedfromthefloatfreebracketbythehydrostaticreleasemechanism;

• On(ormanual)–thebeaconwillswitchonandtransmitimmediately;and

• Test–activatesabuiltinself-testroutine.

Note: Some manufacturers recommend using the TEST function sparingly to maintain the battery life. Testing therefore should be done in accordance with the manufacturer’s user manual.

9.8 INADvERTENT ACTIvATION OF 406 MhZ EpIRbS

EveryyearvaluableresourcesarewastedinlocatingEPIRBswhichhave been activated inadvertently.Masters andOfficersneed tobeaware that evenasingleburstfroma406MHzEPIRBcanbedetectedinstantaneously by the Cospas–SarsatGEOSARsystemwhichwillresultinanRCCbeingalerted.

Tominimisethepossibilitiesofaccidentalactivationofa406MHzEPIRB,MastersandOfficersofvesselsareurgedtopayparticularattentionto:

• Theneedtoeducateallcrewmembersregardingtheconsequencesofactivation;

• Theneedtopreventinterferencebyunauthorisedpersons;and

• The fact that afloat–freeEPIRBwhichhasbeen“armed”willactivateimmediatelyonremovalfromitscradle(transportationawayfromthecradlemustbemadeinthe“safe”or“off”condition).

Should it be suspected that an EPIRB has beenactivated inadvertently, theMaster or personresponsibleforthevesselmustimmediatelyadvisetheMRCCfortheirareaofoperation.



Ifthisisunknown,thenreporttheoccurrencetoRCCAustralia. Theworldmaritime search and rescueregionsarepublishedinChapter16ofVolume5oftheALRS.Theinformationthatshouldbereportedshould include:• Thetimeandpositionofthevesselwhenthe

beaconwasknowntobeactivated;• Themakeandmodelofthebeacon;and• Thecircumstancessurroundingtheinadvertent

activation.

Masters andOfficers need to be aware of IMOResolutionA.814 (19)Guidelines for Avoiding False Distress Alerts.

9.9 SERvICING AND TESTING OF 406 MhZ EpIRbSMarineOrders requires that a 406MHzEPIRB istested and, if necessary has its batteries replaced at intervalsspecifiedbythemanufacturer.Hydrostaticreleasesmustbereplacedbytheirexpirydates.Theseareusuallymarkedonthereleasemechanism.

EPIRBs and other portable electronicsmay uselithium-basedbatterypacks:

• Theseshouldbedisposedofcorrectly;

• Donotshortcircuitthebattery;

• Donotincinerate;

• Donotthrowintolandfill;

• Donotthrowoverboard;

• Ifleaking,donottouchwithoutprotectivegloves;

• Recycleonlyasdirected;and

• Ifpackinglithiumpacksfortransport,observetherecommendedmethods.

Further information on servicing and testingof beacons are available atAMSA’s web site: www.amsa.gov.au/beacons

9.10 TERMINATION OF INMARSAT-E/E+ EpIRbS

The Inmarsat-EorE+EPIRB (alsoknownas an “Lband”EPIRB) utilised the Inmarsat geostationarysatellitesystem.Thisservicewasdiscontinuedfrom1December2006duetothehighcostofmaintainingasystemthathasnotbeenwidelyadoptedasanelementoftheGMDSS.MSC/Circ.1171refers.AtthetimeofpublicationofthisHandbook,althoughdiscontinued,referenceisstillmadetotheseinSOLASChapterIV.

9.11 vhF DSC EpIRbS

9.11.1 Carriage of VHF DSC EPIRB in lieu of satellite EPIRBThe GMDSS regulations allow vessels tradingexclusivelywithinA1 areas to carry an EPIRBoperatingonVHFchannel70inlieuofa406MHzEPIRB.

TheVHFDSCEPIRBmustbecapableoftransmittinga DistressAlert using digital selective callingtechniques. In order that itmay be located bysearchingshipsandaircraft,theEPIRBmustalsobecapableoftransmittingX-bandradarlocatingsignals.

VHFDSCEPIRBsarenotfittedtoAustralianGMDSSvessels,andarerarelyifever,usedelsewhere.

9.12 EpIRbS FITTED WITh AIS buRST TRANSMITTERS

Aproposed new variant of the 406MHzEPIRBincludes an AIS burst transmitter as an additional locatingaid.ThedesignationofthisdeviceisEPIRB-AIS.TheAISbursttransmitterwilloperateinasimilarwaytoanAIS-SART,transmittinganupdatedpositionviaAIS.TheIMOhasstipulatedthatthesedevicesmust still includea 121.5MHzhomingbeacon foraircraft(orsuitablyequippedships).

Although an international numbering format forthe numerical identities (MMSI) to be used for the AIStransmitterhasbeenagreed(974xxyyyy),thesedeviceshaveyettobebroughtintoservice.

IthasalsobeenagreedthattheassociatedtexttobetransmittedbytheAIStransmitterinactivemodeisEPIRB-ACTIVE,andEPIRB-TESTintestmode.


ShIpbORNE AuTOMATIC IDENTIFICATION SySTEM (AIS)10

10.1 WhAT IS AIS?

AIS is included in the Safety of Life at Sea (SOLAS) Convention,andlargeshipsbeganfittingAISinJuly2002.AIStransmits,automaticallyandatsetintervals,dynamic information relating to the ship’s course,speedandheading;staticinformationrelatedtotheship’s name, length, breadth; andvoyage-relateddetailssuchascargoinformationandnavigationalstatus(e.g.underwayoratanchor).

Putsimply,theAutomaticIdentificationSystem(AIS)isaVeryHighFrequency(VHF)radiobroadcastingsystemthattransferspacketsofdataovertheVHFdata link (VDL)andenablesAIS-equippedvesselsand shore-based stations to send and receiveidentificationinformationthatcanbedisplayedonacomputerorchartplotter.

Especiallywhenusedwith appropriate graphicaldisplays, this information can help in situational awarenessandprovideameanstoassistincollisionavoidance.AIStransceiverscanbefoundinterfacedtoradarsandECDIS(ElectronicChartDisplayandInformationSystem)displays.Wheninterfacedtoaradar,AIScanbeasourceoftargetinformation,inaddition to conventionalARPA (AutomaticRadarPlottingAid).AISfitted to real (physical) aids tonavigationsuchasfloatingbuoysandbeacons.AISbasestationscanbroadcastanon-physical“synthetic”AIS AtoN to appear at the location of a real (physical) AtoNonanAIS-enableddisplay system (e.g.AIS,ECDISorradar).AISbasestationscanalsobroadcastanon-physical “virtual”AISAtoNat aparticularlocationwhennoreal(physical)AtoNexists.

AlthoughAIS isnotpartof theGMDSS, it canbeconsideredpartoftheGMDSSduetotheadventoftheAIS-SART(AISSearchandRescueTransmitter),which canbeused in lieuof a search and rescueradar transponder (SART), since 01 January 2010.AIS transceivers on ships alsohave a simple textcommunications capability called Short Safety-relatedMessaging(SSRM),butdoesnotconstituteadistress-alertingsystem,andusestheVHFmaritimemobileband.

10.2 SySTEM DESCRIpTIONEachAIS station consists of oneVHF transmitter,twoVHF receivers (AIS 1 andAIS 2), oneVHFDSCreceiver(CH.70),astandardmarineelectroniccommunications link and sensor systems. Timingandpositional information comes from aGlobalNavigationSatelliteSystem(GNSS)receiver.

10.3 TypES AND ClASSES OF AISTherearetwoclassesofshipborneAIS–ClassAandClassB.Inaddition,therearedifferenttypesofAISusedforshorestations(AISBaseStations),AISaidstonavigation(AISAtoN),AISonsearchandrescueaircraft and the AIS search and rescue transmitter (AIS-SART).

AIS Class A –ClassAhasbeenmandatedby theInternationalMaritimeOrganization (IMO) forvesselsof300grosstonnageandupwardsengagedon internationalvoyages, cargo shipsof 500grosstonnageandupwardsnotengagedoninternationalvoyages, aswell aspassenger ships (more than12passengers),irrespectiveofsize.

AIS Class b –ClassBprovideslimitedfunctionalityand is intended for non-SOLASvessels. It is notmandatedbytheInternationalMaritimeOrganization(IMO)andhasbeendeveloped forvessels suchasworkcraftandpleasurecraft.

AIS base Station –Base stations areprovidedbyanaids tonavigationauthority to enable the ship-to-shore/shore-to-shiptransmissionofinformation.NetworkedAISBaseStationscanassistinprovidingoverallmaritimedomainawareness.

AIS Aids to Navigation (AtoN)–AISAtoNprovidean opportunity to transmit position and status of buoysandlightsthroughthesameVDL,whichcanthen showupon the electronic chart or computerdisplay.

AIS-SArT –SearchandRescueTransmittersusingAIS canbeused to assist indetermining thefinallocatingofavesselorliferaft,aspartoftheGlobalMaritimeDistressandSafetySystem(GMDSS).


10. Shipborne Automatic Identification System (Ais)

AISon Search andRescue (SAR)Aircraft – Searchand rescue Aircraft may use AIS to assist in their operations.

Type of AIS station MMSI format *

AIS Class A/B vessels MIDXXXXXX or MIDXXX000 00MIDXX00

AIS Base Station 00MIDXXXX

Physical AIS aids to navigation (AtoN) 99MID1XXX

Virtual AIS aids to navigation (AtoN) 99MID6XXX

AIS on craft assoc. with parent ship 98MIDXXXX

AIS-SART 970XXYYYY

AIS Man Overboard (Devices) 972XXYYYY

EPIRB-AIS (EPIRBs fitted with AIS) 974XXYYYY

AIS on SAR aircraft 111MIDXXX

* based on Rec. ITU-R M.585-6

Table 7- Types of AIS Stations and MMSI Format

10.4 hOW IT WORKSAISworksinanautonomousandcontinuousmode,nomatterwherethevesselislocated–thehighseas,coastalwatersorinlandwaterways.AISusesatime-divisionmultiple access (TDMA) scheme to share theVHFfrequency,alsoknownastheVHFDataLink(VDL).

There are twodedicated frequenciesused forAIS:AIS 1(161.975MHz,previouslyknownas channel87B)andAIS2(162.025MHz,previouslyknownaschannel88B).EachfrequencyoftheVDLisdividedinto2250timeslotsthatarerepeatedevery60s,andtheAISunitssendpacketsofinformationwhicharetransmittedontheseslots.At thesametime,everyAISvesselinrangeislisteningtothetimeslots,andcanreceivetheinformation.

Forexample,thesystemoperatesbyashipdeterminingitsgeographicalpositionwithanElectronicPositionFixingDevicewhich is fed into theAIS (or, in thecaseofAISClassB,integraltotheAISunit).TheAISstationthentransmitsthisposition,combinedwithshipidentityandothershipdataviatheVHFradiolinktootherAIS-equippedshipsandAISbasestationsthatarewithinradiorange.Inasimilarfashion,theshipwhennottransmitting,receivescorrespondinginformation from all ships and base stations that are withinradiorange.Thecontentofwhatistransmittedisdeterminedbythemessagetype.Atpresentthereare25identifiedAISmessagetypes.

Therearedifferenttechnicalmeansoftransmittingintheseslots.AISClassAusesaself-organizedapproach(STDMAorSOTDMA)whileAISClassBunitsmay

use a carrier-sense approach (CSTDMA)aswell asSOTDMA.Base stationsusefixed slots (knownasFATDMA)whileAISAidstoNavigationhaveanoptiontouseFATDMAor a randomaccessprocess calledRATDMA,dependingonthetypeofunit.

Messages are packed in slots that are accuratelysynchronisedusingGNSS timing information.Eachstationdeterminesitsowntransmissionschedule(slot),basedupondata link traffichistoryandknowledgeoffutureactionsbyotherstations.ApositionreportfromoneAISstationfits intooneof2250 timeslotsestablishedevery60s.ThisisshowninFigure22.

10.5 FuNCTIONAlITy AND CApAbIlITyTheIMOPerformanceStandardforAISrequiresthatthesystemshouldbecapableofoperating:• Intheship–to–shipmode,toassistincollision

avoidance;• AsameansforlittoralStatestoobtain

informationaboutashipanditscargo;and• AsaVTStool,i.e.ship–to–shore(traffic

management).

This functionality is further expanded in the PerformanceStandardtorequirethecapabilityof:• Operatinginanumberofmodes:

- An“autonomousandcontinuous”modeforoperationinallareas.Thismodeshouldbecapableofbeingswitchedto/fromoneofthefollowingalternatemodesbyacompetentauthority;

- An“assigned”modeforoperationinanareasubject to a competent authority responsible fortrafficmonitoringsuchthatthedatatransmissionintervaland/ortimeslotsmaybesetremotelybythatauthority;and

- A“polling”orcontrolledmodewherethedatatransferoccursinresponsetointerrogationfromashiporcompetentauthority.

• Providinginformationautomaticallyandcontinuously to a competent authority and other ships,withoutinvolvementofship’spersonnel;

• Receivingandprocessinginformationfromothersources,includingfromacompetentauthorityandfromotherships;

• Respondingtohighpriorityandsafetyrelatedcallswithaminimumofdelay;and

• Providingpositionalandmanoeuvringinformationatadatarateadequatetofacilitateaccuratetrackingbyacompetentauthorityandotherships.



Figure 22 – Principles of SOTDMA

Ship B

Ship C

Ship A

Each time slotrepresents26.6milliseconds.

The AIS of ship Asends the positionmessage in onetime slot. At thesame time itreserves anothertime slot for the nextposition message.

The sameprocedure isrepeated by allother AIS-equipped ships.

10.5.1 Main component parts of a Class A shipborne AIS stationGNSS receiver–AGNSSreceiversuppliesthetimereference to the AIS station to ensure all transmissions aresynchronized.VHFTransmitter/Receiver–Thereis oneVHF transmitter and twoVHF receivers forTDMAoperation.TheVHFtransmitsandreceivestheradiosignalsthatformthedatalinksthatinterconnecttheAISstationtoeachother.Dataistransmittedandreceivedinshorttimeslots(26.76ms)bytheVHFradio.

DSC VHF receiver –TheDSC receiver isfixed tochannel70toreceivechannelmanagementcommandsfor regional areadesignation.TheDSCreceiver canalsobeusedforlimitedDSCpolling.WhenreplyingtoDSCpolling,thecommonVHFtransmitterisused.

AIS VHF Antenna - is a vertical polarized omni-directional antenna, and its location is critical to the success of the installation. The antenna should beinstalled away from interferinghighpower energysources like radar and other antennas, and be located sothatitsomni-directionalpropertiesarenotimpeded.Likewisetheconnectingcableshouldbekeptasshortaspossibletominimizeattenuationofthesignal.

Controller–ThecontrolunitisthecentralintelligenceoftheAISstation.Itmanagesthetimeslotselectionprocess, the operation of the transmitters and receivers,theprocessingofthevariousinputsignalsandthesubsequentdistributionofalloftheoutputandinputsignalstothevariousinterfaceplugsandsockets,andtheprocessingofmessagesintosuitabletransmissionpackets.

built in Integrity Test (bIIT) – the BITT controlscontinuouslyintegrityandtheoperationoftheunit.This runs continuously, and if any failure or malfunction is detected thatwill significantly reduce integrityor stopoperationof theAIS, an alarm is initiated.In this case the alarm is displayed on the minimum keyboard and display (MKD) unit and the alarmrelay is set “active”.Thealarm relay isdeactivateduponacknowledgement either internallybymeansof minimum display and keyboard or externally by a correspondingacknowledgementsentence.

SignalInterfaceConnectors–Inordertobeabletotransmit all the information included in a position report, the AIS station has to collect information from various ship sensors. There are also interfaces forconnectiontoexternaldisplaysystems.



Minimum Keyboard and Display (MKD)–anMKDunit ismandatoryonClassAmobile stations:TheMKDhasthefollowingfunctions:• Configuresandoperatestheequipment;• Showsasaminimumthreelinesofinformation;• Inputsalldataviaanalphanumericalkeyboard;• Displaysallreceivedvesselsbearing,rangeand

names;and• Indicatesalarmconditionsandmeanstoview

andacknowledgethealarm.

TheMKDhas awider application,whichmaybeusedtoinputvoyage-relateddata,i.e.cargocategory,maximumpresentstaticdraught,numberofpersonsonboard,ETAandnavigationalstatus.

TheMKDmay:• Inputstaticinformationsuchas:

– MMSInumber;– IMOnumber;and– Ship’scallsign,name,lengthandbeam.

• Displaysafety-relatedmessages;and• Inputsafety-relatedmessages.

10.6 MESSAGE TypES AND FORMATSAIS employs theprinciple of using a ship’s speedandmanoeuvring status as ameans of governinginformationupdateratesandensuringtheappropriatelevelsofpositionalaccuracyforshiptracking.ThisisshowninTable3.Asimilarprocessisappliedtothecontentofshipinformationmessagestoensurethatthedatabeingtransferredisnotencumberedwithstaticorlowpriorityinformation.

Thedifferentinformationtypes,identifiedas“static”,“dynamic”or“voyage-related”arevalidforadifferenttimeperiodsandthusrequireadifferentupdaterate.Informationinthevariousmessagetypesincludes:• Staticinformation:Every6minandonrequest:

– MMSI;– IMOnumber(whereavailable);– Callsign&name;– Lengthandbeam;– Typeofship;and– Locationoftheposition–fixingantennaonthe

ship(aftofbow/portorstarboardofcentreline).

Figure 23 – Screen capture of AIS data



• Dynamicinformation:Dependantonspeedandcoursealteration(seeAppendix8)– Ship’spositionwithaccuracyindicationand

integritystatus;– Positiontimestamp(inUTC);– Courseoverground(COG);– Speedoverground(SOG);– Heading;– Navigationalstatus(e.g.atanchor,underway,

aground,etc.–thisisinputmanually);and– Rateofturn(whereavailable).

• Voyage–relatedinformation:Every6min,whendataisamended,oronrequest– Ship’sdraught;– Hazardouscargo(type);– DestinationandETA(atmaster’sdiscretion);

and– Routeplan(waypoints).

• Shortsafety–relatedmessages;– Free–formattextmessage–sentasrequired.

10.7 DISplAy REquIREMENTSIf there is navigational equipment capable ofprocessinganddisplayingAIS informationsuchasECDIS,radaroranintegratedsystem,thentheAISClassAmobile systemmay be connected to thatsystemvia theAISPresentation Interface (PI).ThePI(input/output)needstomeettherequirementsofrelevantIECstandards(latesteditionofIEC61162).Atpresent, there are a number of AIS units that use the MinimumKeyboardDisplay(MKD)whichprovidestextbasedorbasicgraphicdisplayelements.

TherevisedIMOradarperformancestandards(IMOResolutionMSC.192(79) 2004), states that all newradarsfittedtoshipsafterJuly2008mustbeabletodisplayAIStargets.AsAISwillbedisplayedonradar,andmayalsobedisplayedonElectronicChartDisplayandInformationSystems(ECDIS),itisunlikelythattheMKDwillevolve,anditismorelikelythatradarandECDISwillbeusedtodisplayAISdata.

10.8 bENEFITS AND ERRORS OF AISAIShasmanybenefits thatcanassist inenhancingsituational awareness and supporting safety ofnavigationandprotectionof theenvironmentbothashoreandafloat.Theseinclude:• Rangeandabilityto‘see’aroundcorners–AISuses

theVHFband,whichisnotrestrictedtoline-of-sightoperation;

• Informationoncourseandintentionsofothervessels–AISprovidesheadingofavessel,whichmaybedifficulttoassessbyradarorothermeansandcanalsoproviderapidindicationinchangeofheadingorcourse;

• Extendeddatafields–thestaticandvoyage-relateddatacanhelpclarifyintentions,althoughthiscouldalsobemisleadingifdataisnotuptodate;

• Identificationofvessels–AISprovidesaname/callsign/MMSItoassistwithpositiveidentificationofanothervessel;

• DGPScorrections–thesemaybetransmittedfromanAISBaseStationovertheVDL;

• Short safety relatedmessages (SSRM)– capabilityto sendandreceive short textmessages related tosafetymatters, i.e. bridge-bridge communicationor shore-to-shipmessaging (but not a distressalertingmechanism). SSRMs canbe addressed toanindividualstationortoallships.Theycontentofthesemessagesisintendedtorelatetothesafetyofnavigation(e.g.thesightingofanicebergorabuoynot on station). Themaximum lengthof a singlemessageis162characters,buttheyshouldbekeptasshortaspossibletoreducetheloadontheVDL.Greatcaremustbetakentoavoidrelyingonsuchmessageswhenaclosequarterssituationisdeveloping,sincethereisnoguaranteethatreceivingvesselswillbeabletoreadilydisplaysuchmessages.

• Application-SpecificMessages (formerly knownas Binary Messages) – these provide a datacommunications mechanism suitable for computer systemsthatmaybeconnectedtoanAIStransceiveraboardaship(suchasanECDIS)orfromAISaidstonavigation,orfromAISbasestation.AISApplication-SpecificMessagescanbeaddressedorbroadcast.

From2004,forfouryears(asdescribedinSN/Circ.236),sevenmessageswere trialled for internationaluse,meteorological andhydrological data, dangerouscargo, fairwayclosed, tidalwindow,extendedshipstateandvoyage-relateddata,numberofpersonsonboardandAIStarget(virtual).

In2010,theIMOdecidedtorevokeSN/Circ.236asfrom1January2013,andreplaceitwithSN.1/Circ.289,whichhas14messagesasfollows:meteorologicalandhydrologicaldata,dangerous cargo, tidalwindow,extendedshipstaticandvoyage-relateddata,numberofpersonsonboard,VTS-generated/Synthetictargets,clearance time to enterport,marine traffic signal,berthingdata,weatherobservation fromship,areanotice, environmental, route information and textdescription.Withineachof thesemessages a largeamountofdatacanbeencoded.



There are also a number of common errors and drawbacksofAIS:• It iscommontosee incorrectdataentry insome

AISdatafieldswhich aremanually insertedbytheship,orincorrectlyprogrammedatinstallationorduringmaintenance.Thesefieldsarecalledthevoyage-relatedandstaticdatafields;

• AISreliesonvesselsusinganaccurate(oratleastcommon)sourceofpositionaldatathatwillfailifthatpositioningsystemfails(i.e.GNSS;datum);and

• Display systemsusing only theMKDare quitelimited,andAISmaynotbeusedtofulladvantage.

It is also important to remember that not all ships carry AIS,especiallyothernon-SOLASworkcraftorpleasurecraft,andwarships(attheirdiscretiontofitanduse).Also, as noted in the IMO resolution, it is possible that aMasterofavesselmayhaveturnedofftheAISifhe/sheconsidersitessentialforthesafetyofthevessel.

10.9 DESTINATION CODE TO bE uSED IN AISInIMOSN/Circ.244,IMOrecommendsthemanually-entered‘Destination’fieldintheAISvoyage-relateddatafieldshouldbecodednot inplain text,but inaccordance to theUN/LOCODE (location code)orUNCTADLOCODE for the destination port.UNCTADLOCODEscanbefoundintheAdmiraltyList of Radio Signals, Volume 6,undereachport.Australian examples include:AUSYD(Sydney);AUMEL(Melbourne);AUNTL(Newcastle);AUJOV(JabiruTerminal,TimorSea);AUHBA(Hobart);AULST(Launceston);AUADL(Adelaide);AUFRE(Fremantle);AUBNE(Brisbane);andAUDRW(Darwin).Notethespaceafterthe‘AU’.

Overseas examples include: BDCGP(Chittagong);INBOM(Bombay);NZAKL(Auckland);NZBLU(Bluff);HKHKG(HongKong);CNSHA(Shanghai);andJPYOK(Yokohama).

10.9.1 Use of AIS in MASTREPFrom1July2013,undertheModernisedAustralianShipTracking andReportingSystem (MASTREP),ships are required to report viaAIS.AIS datatransmissions include both static and dynamic data whichprovides timely,detailed informationwhileeliminatingmanual reportingobligations.Refer to13.5formoreinformation.

10.10 CONTRIbuTION OF AISTheAIS station,with its ability to exchange largeblocks of information at highdata rates, offers anew tool to enhance the safety of navigation andefficiency of shipping trafficmanagement. In theship-to- shipmodeAIS is beingused to assist insituationalawarenessandasanother tool toaid incollisionavoidance.

Coastal ship reporting systems,VTSandports aresignificant beneficiaries of thiswealthofnear realtimeshipdata,withmanycountries implementingAISbase station coverage inan integratedmannerfor vessel tracking. TheAIS data transfer alsoprovides themeans for awide rangeofmaritimeregulatory, trafficmonitoring, administrative andlogisticalmanagementactivitiesthatcanbeexploitedto advantage by themaritime industry. The IMOGuidelines for theOnboardOperationalUse ofShipborneAIS, IMOAssemblyResolutionA22/Res.917arealsolistedinAppendix8.

10.11 ANNuAl TESTING OF AISSOLASChapterV,Regulation18.9states:

“The automatic identification system (AIS) shall be subjected to an annual test. The test shall be conducted by an approved surveyor or an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data exchange with connected sensors as well as verifying the radio performance by radio frequency measurement and on-air test using, e.g. a Vessel Traffic Service (VTS). A copy of the test report shall be retained on board the ship.”



Message ID Name Description M/B*

1 Position report Scheduled position report; Class A shipborne mobile equipment) M

2 Position report Assigned scheduled position report; (Class A shipborne mobile equipment) M

3 Position report Special position report, response to interrogation; (Class A shipborne mobile equipment) M

4 Base station report Position, UTC, date and current slot number of base station B

5 Static and voyage related data Scheduled static and voyage related vessel data report; (Class A shipborne mobile equipment) M

6 Binary addressed message Binary data for addressed communication M/B

7 Binary acknowledgement Acknowledgement of received addressed binary data M/B

8 Binary broadcast message Binary data for broadcast communication M/B

9 Standard SAR aircraft position report

Position report for airborne stations involved in SAR operations, only M

10 UTC/date inquiry Request UTC and date M/B

11 UTC/date response Current UTC and date if available M

12 Addressed safety related message Safety related data for addressed communication M/B

13 Safety related acknowledgement Acknowledgement of received addressed safety related message M/B

14 Safety related broadcast message Safety related data for broadcast communication M/B

15 Interrogation Request for a specific message type (can result in multiple responses from one or several stations) M/B

16 Assignment mode command Assignment of a specific report behaviour by competent authority using a Base station B

17 DGNSS broadcast binary message DGNSS corrections provided by a base station B

18 Standard Class B equipment position report

Standard position report for Class B shipborne mobile equipment to be used instead of Messages 1, 2, 3 M

19 Extended Class B equipment position report

Extended position report for class B shipborne mobile equipment; contains additional static information M

20 Data link management message Reserve slots for Base station(s) B

21 Aids-to-navigation report Position and status report for aids-to-navigation M/B

22 Channel management Management of channels and transceiver modes by a Base station B

23 Group assignment command Assignment of a specific report behaviour by competent authority using a Base station to a specific group of mobiles B

24 Static data reportAdditional data assigned to an MMSIPart A: NamePart B: Static Data

M/B

25 Single slot binary message Short unscheduled binary data transmission (Broadcast or addressed) M/B

26 Multiple slot binary message with Communications State Scheduled binary data transmission (Broadcast or addressed) M/B

27 Position report for long-range applications

Scheduled position report; (Class A shipborne mobile equipment outside base station coverage) M

Table 8 - AIS Message IDs

*M = transmitted by mobile, B = transmitted by base station


SuRvIvAl CRAFT RADIO EquIpMENT11This chapter provides general guidance in the principles and operation of GMDSS equipment foruse in survival craft. For specificoperationalinstructions, please refer to the equipment operator’s manuals carried on board your vessel.

11.1 SEARCh AND RESCuE RADAR TRANSpONDERS (SARTS)

11.1.1 DescriptionSearch and rescue radar Transponders (SArTs) are themainmeans in theGMDSS for locating shipsindistressortheirsurvivalcraft,andtheircarriageonboardships ismandatory.TheSART isasmall,batterypowered, omni–directional radar receiverandtransmitter.Theymayalsobeincorporatedintoafloat–freesatelliteEPIRB.ThebatteriesfittedtoaSARTallowoperationinthestandbyconditionforatleast96h,plusafurther8hwhilstbeinginterrogated.

11.1.2 Purpose and method of operation of a SARTASARToperates in the 9GHz (3 cmor ‘X-band’)radar frequency band and, on receiving a signalfrom a ship or aircraft radar, transmits a series of response(homing)signals.TheSARTcanbeactivatedmanually or automatically (in some cases) so that itwill thereafter respondwhen interrogated. ThemethodofusingandactivatingSARTsvariesoverthetypeavailable,butinstructionsaremarkedonthesidesofallSARTs.

These response signalswill be seenon the shiporaircraftradarscreenasalineof12dots(0.64nmilesapart) extendingapproximately 8nmilesoutwardfromtheSART’spositionalongitslineofbearing.Thisuniqueradarsignaliseasilyrecognisedandallowsthe rescuevessel or aircraft to locate the survivalcraft.AstheSARTbecomescloser,another12dotsareproduced,also0.64nmilesapart(seeSection11.1.4).

ASARTwillnotrespondto3GHzradar(alsoreferredtoas10cmor‘S-band’)radar.

11.1.3 Indication of operation and interrogationOnactivationtheSARTwillprovideavisibleand/oraudibleindicationofitscorrectoperation.Itwillalsoprovideanindicationwhenitisbeinginterrogatedbyradarsignalsfromasearchingshiporaircraft.

11.1.4 Location distancesASART should respondwhen interrogated by ashipborneX-bandradarwithascannerheightof15mwithin8nmiles.ASARTshouldalsorespondwheninterrogatedbyacompatibleX-bandradarfittedtoanaircraftoperatingataheightof3000feetatadistanceofatleast30nmiles.

AsheightisthekeytoimprovingthedistancethataSARTwillrespondtoaradarsignal,survivorsshouldendeavour tomount theSARTashighaspossibleina lifeboator liferaft,by lashing it toanoar,etc.SomemodelsofSART incorporatemountingpolesfor thispurpose.Theverticalpolardiagramof theantenna and the characteristics of thedevicewillpermittheSARTtorespondtoradarsunderheavyswellconditions.SARTtransmissionissubstantiallyomni-directionalinthehorizontalplane.

11.1.5 Location errorsWhen a SART is being interrogated by a searchradar, the SART’s receiver is sweeping the radarband continuously, search for radar signals.Onceinterrogated (or triggered) by anX-band radar inrange,thesweepsbecomesalternatelyslowandfast.As all marine radars do not operate on exactly the samefrequencywithinthe9GHzradarband,theremay be a small delay in SArT response as the SArT receiverlocksontothesearchingradarsignal.OncetheSARTreceiverhaslockedontothesearchingradar,thereisalsoadelayastheSARTswitchesfromreceivetotransmitmode,anditcontinuestosweep.

When the range closes so that the fast sweepsresponsesareseen,thefirstdotoftheSARTresponsedisplayedwillbenomorethan150mdistantfromthetruelocationoftheSART.

When the range is such that only the slow sweepresponses are seen (range approximately greaterthan1nmile), thefirstdot of the SART responsedisplayedwillbeasmuchas0.64nmilesbeyondthetruepositionoftheSART.

11.1.5.1 Operating radar for SArT detection

IMO Safety ofNavigationCircular 197 providesguidanceonusingX-band radar for thedetectionofSARTs.ThisCircularisincludedasAppendix12.


11. Survival craft radio equipment

11.1.6 GMDSS carriage requirementTheGMDSSregulationsrequirevesselsbetween300and500GRTtocarryoneSART(orAIS-SART).Vesselsover500GRTmustcarrytwo.

TheSART(s)orAIS-SART(s)mustbestowedinlocationsfromwheretheycanberapidlyplacedinsurvivalcraft.MostAustralianGMDSSvesselshaveSARTsstowedonthebridge,nearthebridgewingdoors.Alternatively,theymaybestowedinsurvivalcraft.

11.1.6.1 passenger ships

OneSARlocatingdevice(i.e.SARTorAIS-SART)oneachsideoftheshipcapableofbeingrapidlyplacedinanysurvivalcraft.

11.1.6.2 ro-ro passenger ships

Liferafts carriedon ro-ropassenger shipsare tobefittedwithadditionalSARlocatingdevices(i.e.SARTorAIS-SART)intheratioofoneforeveryfourliferafts.TheSARlocatingdevicemustbemountedinsidetheliferaftinaccordancewithprovision32.2.5ofMarineOrder 25 (whichgives effect toSOLAS III/26.2.5).ContainersofliferaftsfittedwithSARlocatingdevicesmustbeclearlymarked.

11.1.7 Free-fall lifeboatsIfthevesselcarriesatleasttwoSARlocatingdevices(i.e. SARTorAIS-SART), one shall be stowed in afree-falllife-boat,andonelocatedintheimmediatevicinityofthenavigationbridge.

11.1.7.1 High speed craft

UndertheHighSpeedCraft(HSC)Code,onpassengerhigh speed craft and cargohigh speed craft over 500GRTmusthaveoneoneachsideofthevessel.

11.1.7.2 Radarreflectors

WheretheInternationalLife-savingAppliance(LSA)Codelistsaradarreflector,aSARlocatingdevicemaybecarriedinsteadoftheradarreflector.

11.1.7.3 Servicing

Australian Marine Orders made under the Navigation Act 2012 require that a radar transpondermustbeinspected, testedandhave itsbatteries replacedatintervalsspecifiedbyitsmanufacturer.Aboardship,each SArT shall be examined at least once a month tocheckhowsecureitisitsmountingandforsignsofdamage.ItisnotnecessarytotesttheSARTaboardshiproutinely(refertoSectionDoftheAMSAGMDSSRadioLog).

11.1.8 Anti-collision radar transpondersSomemanufacturersareproducingananti–collisionradartransponder.

SuchequipmentisnotapartoftheGMDSS.

However, ananti–collision radar transpondermayproveattractivetotheoperatorsofsmallvessels.Forexample, ayacht carrying sucha transponderwillhavethemeanstoprovidearadarindicationtolargervesselsofitspresence.Itwillalsoalerttheyachtsmantothefactthatalargevesselisinitsvicinity.

Ananti–collisionradar transponderwillproducealineoffivedotson the interrogatingvessel’s radarscreen, extendingoutwards for approximatelyonenmilefromthetransponder’spositionalongitslineofbearing.

11.1.9 Radar Target Enhancers (RTE)Smallcraftsometimesinstalladditionalanti-collisiondevicescalledradartargetenhancers(RTE)s,whichmaybe apassive reflector-typeor activedevices.Activedevicesreceiveaninterrogatingradarpulse,amplify and stretch thepulse, and re-transmit it,resultinginanincreased,oratleastmoreconsistent‘paint’ on other vessels’ radar display/s. IMOrecommends againstRTEswhichproduce a radarimagewhichdoesnotrelatetothesizeofthevessel.

11.2 AIS-SEARCh AND RESCuE TRANSMITTERS (AIS-SARTS)Since 1 January 2010,AIS – Search and RescueTransmitters can be carried in lieu of Search and RescueRadarTranspondersonvesselssubjecttothe1974SOLASConvention.

11.2.1 Purpose and method of operation of an AIS-SARTTheAIS-SARTisdesignedtotransmitAISmessagesthat indicate the position, static and safety information of aunit indistress.AnAIS-SARThas an integralpositionsource(e.g.aGPSreceiver)andaccordingly,AISstationsreceivingtheAIS-SARTsignalareabletodisplaytherangeandbearingtotheAIS-SART.

AIS-SARTscanonlybedetectedbyAISinstallations.They cannot be interrogated, and transmitautonomously once activated.AIS-SARTsuse theSelf-organizing TimeDivisionMultipleAccess(SOTDMA)protocolinthesimilarwaytoaClassAmobileAISstation.



AnAIS-SARTisdesignedtobedeployedinasimilarwaytoaSARTinthatitisdesignedtooperatefromasurvivalcraftataheightof1mabovesealevel.Itmaybefittedasanintegralpartofasurvivalcraft,andcanbemanuallyactivatedorde-activated.Automaticactivationmaybeprovided. It is suppliedwith abuoyant lanyard of highly visible yellow/orangecolourtosecureittothesurvivalcraft.

Figure 24 - A typical AIS-SART

Image courtesy of McMurdo

11.2.2 Indication of operationAnAIS-SARTistobeequippedwithameanswhichiseithervisualoraudible,orbothvisualandaudible,toindicatecorrectoperationlocallyandbeprovidedwithtestfacilitiesforallfunctionalitiesusingspecifictest information.An indicationwill be providedto show that theAIS-SARThas been activated, isundergoingtestandhascompletedtest.Therewillalsobe an indicationof thepositionfixing systemstatuswhentheAIS-SARTisactivated.

Thepre-set broadcastmessages of SARTTESTorSARTACTIVEshouldbeseenastextadjacenttoanAIS-SARTtargetsymbolonAISinstallationsfittedonvesselsorshorestationsinVHFreceptionrangeoftheunitindistress,andistobeclearlydistinguishedfromanAISinstallation(i.e.aship,AISAtoNs,etc).InshipsfittedwithanAISMKD(MinimumKeyboardandDisplay),thetextonlywillbeseen,togetherwithrangeandbearing.

11.2.3 Detection distancesDetectionrangeofanAIS-SART1mabovetheseasurfacebyaClassAmobileAISstationantennaat15mabovetheseasurfaceoverwaterisbeatleast5nmiles,buthavebeenfoundtobe9.5nmilesintests.Detectionrangesaremuchgreaterfromaircraft,andtestshaveshowndetectionofanAIS-SARTfromafixedwingaircraftat115-129nmiles(at20000feet),81-95nmiles(at10000feet),60nmiles(at5000feet)and25nmiles(at1000feet).

11.2.4 AIS-SART unique identificationAnAIS-SART,beinganAIStransmitter,hasauniqueidentifier, (anMMSI)using the format 970xxyyyy,where xx is themanufacturer ID from 01 to 99andyyyy is the sequencenumberassignedby themanufacturerfrom0000to9999.(ThemanufacturerIDxx=00isreservedfortestpurposes.)TheMMSIsofAIS-SARTsarenotrecordedbytheITUorrescueauthorities,noraretheytiedtoaparticularship.Onceprogrammedbythemanufactureritshallnotbepossiblefortheusertochangetheuniqueidentifier.SeeAppendix13 for further information issuedbythe IMO (SN.1/Circ.322)ondisplayofAIS-SARTs,AIS-MOBdevicesandEPIRB-AISdevices.

11.2.5 AIS-SART symbolTheIMOagreedsymbolforanAIS-SARTisshownbelow:

Topic: AIS Search and rescue Transmitter (AIS-SART)

Symbol:

Description: Acirclecontainingacrossdrawnwith solid lines

11.2.5.1 Shipboard Indication of AIS-SArTThesymbolabovewillnotbedisplayedonolderAISorECDISdisplays.Inthesecases,thesymbolwillbeashipsymbolwithoutaname,togetherwithrangeandbearing.As thefirmware/software of theAISandECDIS is updated, the agreed symbolwill bedisplayed.Irrespectiveofwhatisdisplayed,theMMSIbeginningwith970willbedisplayedandtherewillbeanassociatedtextmessage‘SARTACTIVE’or‘SARTTEST’displayedas appropriate.On anECDIS, thesymbolshouldbe5mmindiameterandcolouredred.

Figure 25 - AIS-SART indication on chart display

Image courtesy of McMurdo



11.2.6 ACTIVE mode operationTheAIS-SARTwillhavetwomodeswhenactivated:ACTIVEorTEST.(Referencesto‘Messages’refertoAISMessagesdefined inRecommendation ITU-RM.1371).

InActivemode,messagesaretransmittedinaburstof8messagesonceperminute.Thedurationoftheburstis14s(beginningtoend).Aburstconsistsof 8messages,splitbetweenAIS1andAIS2.Onlyoneburst is necessary to be detected from time to time for arescuevesseltolocatetheAIS-SART.Themultiplemessages aredesigned tomaximisedetection in aseaway.

Thepositionshallbedeterminedeveryminute.

TheAIS-SARTwill start transmittingwithin1minafteractivation.Ifthepositionisunknown,adefaultpositionwill be used (+91; +181). If time is notestablished,operationwillcommenceunsynchronisedbutshallbeginsynchronisedtransmissionwithcorrectpositionwithin15min.

If theAIS-SART cannot obtain time andpositionwithin15min,theAIS-SARTshallattempttoobtainoneforatleast30mininthefirsthourandatleast 5minineachsubsequenthour.

Message1(PositionReport)istransmittedwiththeNavigationalStatussetto14(SARTACTIVE).

Message 14 (Broadcast safety relatedmessage) istransmittedwiththetext‘SARTACTIVE’.

Message14istransmittedevery4minutes,andreplacesoneofthepositionreportsonbothchannels.So,inaburstof8messages,thefirst4messageswillbepositionreports, then 2messages of ‘SARTACTIVE’, then 2messagesofpositionreports.Thissequenceisthenrepeated.

Ifpositionand timesynchronisation is lost, theAIS-SARTcontinuestotransmitwiththelastknownpositionandindicatesthatthepositionsystemisinoperative.

11.2.7 TEST mode operationInTESTmode,theAIS-SARTwillbroadcastMessage14withthetext‘SARTTEST’.Theoperationcanbesummarisedinsequenceasbelow:• Intestmode,thereshallbeonlyoneburstof

8messages,4oneachchannel.• Thefirstandlastmessagesofthesequencewillbe

Message14withthetext‘SARTTEST’.• TheremainingmessageswillbeMessage1with

NavigationalStatussetto15(Undefined).• Thetestmessagesshallbetransmittedinone

burstafterposition,SOG(speedoverground),COG(courseoverground)andtimeareavailable.

• IftheAIS-SARTdoesnotacquireposition,SOG,COGandtimewithin15minitwilltransmitanyway,butwithappropriatedefaultvalues(i.e.lat=91,long=181,COGandSOG=unavailable,time=positionsysteminoperative)

• Afterthetesttransmissionbursthascompleted,thetestfacilitywillresetautomatically.

Figure 26 - AIS-SART transmit burst sequence in Active Mode



11.2.7.1 AIS-SArT carriage requirementsGMDSScarriagerequirementforAIS-SARTsarethesame as for SArTs, in that they can be used in lieu of (radar)SARTs.

11.2.7.2 physical requirementsTheenvironmentalandbasicrequirementsareruggedandsimilartoaSART.Itistobewatertighttoadepthof10mfor5min,float(notnecessarilyinanoperatingposition),surviveadropintowaterfrom20m,notbeundulyaffectedbyseawateroroilandbeofahighlyvisibleyellow/orangecolour,etc.

Nominal radiated transmitpowerof anAIS-SARTshallbe1W,andeach transmission shall alternatebetweenthefrequenciesofAIS1andAIS2.

TheAIS-SARTshouldhavesufficientbatterycapacitytooperatefor96h(-20°Cto+55°C).

Theunitwillbehaveadurablelabelwithbriefoperatingand test instructions, expiry date (battery replacement date)fortheprimary(i.e.non-rechargeable)batteryused,andtheuniqueidentifier(MMSI).

11.2.7.3 routine testing of AIS-SArTsAMSArecommends testingofAIS-SARTsbedonesparingly,inordertoprolongbatterylife,avoidmis-activation and confusion. If testing is required inport, the port authorities should be informed prior toactivation,whocanalsoconfirmsuccessfultesting.TheAIS-SARTshouldbephysicallyexaminedatleastonce/monthwith a view to ensure is no obviousphysicaldamage,batteryexpirydateandthesupportcradleisintact.

11.3 pORTAblE TWO WAy SuRvIvAl CRAFT vhF RADIOTElEphONE AppARATuS

11.3.1 IntroductionPortable twowayVHF radiotelephone equipmentisused for communicationsbetween survival craftandrescuevessels.Itmayalsobeusedforonboardcommunications on channels 15 and 17.Newermodelsautomaticallyreducethepowerto1Wwhenthesechannelsareselected.Theequipmenttypicallycomprisesasmallhand-heldtransceiverwithintegralantenna.

11.3.2 IMO performance standardsTheequipmentshouldcompriseatleast:• Atransmitterandreceiver;• Anantennawhichmaybefixedormounted

separately;and• AmicrophonewithaPTTandloudspeaker.

Theequipmentshould:• Becapableofbeingoperatedbyunskilled

personnel;• Becapableofbeingoperatedbypersonnel

wearingglovesforimmersionsuits;• Becapableofsingle–handedoperationexceptfor

channelselection;• Withstanddropsontoahardsurfacefroma

heightof1m;• Bewatertighttoadepthof1mforatleast5min;• Maintainwatertightnesswhensubjectedtoa

thermalshockof45degCunderconditionsofimmersion;

• Notbeundulyaffectedbyseawater,oroil,orboth;

• Havenosharpprojectionswhichcoulddamagesurvivalcraft;

• Becapableofoperatingintheambientnoiselevellikely to be encountered on board ships or in survivalcraft;

• Haveprovisionsforitsattachmenttotheclothingoftheuser;

• Beresistanttodeteriorationbyprolongedexposuretosunlight;

• Beeitherofahighlyvisibleyellow/orangecolourormarkedwithasurroundingyellow/orangemarkingstrip;

• Becapableofoperationonthefrequency156.800MHz(VHFCh.16)andonatleastoneadditionalchannel;

Note: Australian ships require channels 6, 13, 16 and 73 at least.

• Befittedwithchannelsforsingle–frequencyvoicecommunicationonly(i.e.duplexchannelsnotallowed);

• Beprovidedwithanon/offswitchwithapositivevisualindicationthattheradiotelephoneisswitchedon;

• Beprovidedwithamanualvolumecontrolbywhichtheaudiooutputmaybevaried;

• Beprovidedwithasquelch(mute)controlandachannelselectionswitch:– Channelselectionshouldbeeasilyperformed

andthechannelsshouldbeclearlydiscernible.– Channel indication shouldbe in accordance

withAppendix18oftheITURadio Regulations.– Itshouldbepossibletodeterminethatchannel

16 has been selected in all ambient lightconditions.

• Beoperationalwithin5sofswitchingon;and

• Notbedamagedbytheeffectsofopen–circuitingorshort–circuitingtheantenna.



Output power/sources of energy

Theeffectiveradiatedpowershouldbeaminimumof0.25W.Wheretheeffectiveradiatedpowerexceeds1W,apowerreductionswitchtoreducethepowerto1Worlessisrequired.Whenthisequipmentprovidesfor on–board communications, the output powershouldnotexceed1Wonthesefrequencies.

The source of energy should be integrated in theequipment andmaybe replaceableby theuser. Inaddition, provisionmay bemade to operate theequipment using an external source of electricalenergy.

Equipmentforwhichthesourceofenergyisintendedtobeuser–replaceable shouldbeprovidedwith adedicatedprimarybatteryforuse intheeventofadistress situation.Thisbattery shouldbeequippedwithanon–replaceablesealtoindicatethatithasnotbeenused.

Theprimarybatteryshouldhavesufficientcapacitytoensure8hoperationatitshighestratedpowerwithadutycycleof1:9.Thisdutycycleisdefinedas6stransmission, 6 s receptionabove squelchopeningleveland48sreceptionbelowsquelchopeninglevel.

Primarybatteriesshouldhaveashelflifeofatleast2years,andifidentifiedtobeuser–replaceableshouldbeofayellowororangecolourormarking.

Batteriesnotintendedforuseintheeventofadistresssituationshouldbeofacolourormarkingsuchthattheycannotbeconfusedwithbatteriesintendedforsuchuse.

Briefoperatinginstructionsandexpirydatefortheprimary batteries should be clearly indicated on the exterioroftheequipment.

11.3.3 Equipment OperationTheequipmentisoperatedinthesamefashionasanyhandheld(or‘walkie-talkie’)typeunit.Controlsareprovidedforvolume,squelchandchanneloperation.Transmission–receptioniscontrolledbya‘push-to-talk’switchlocatedonthesideoftheunit.

11.3.4 Carriage RequirementsGMDSSvesselsover500GRTarerequiredtocarrythreeportablesurvivalcraftVHFtransceivers.Vesselsof300–500GRTcarrytwo.Theyareusuallystoredonornearthenavigatingbridge,foreasytransporttosurvivalcraft.Astheequipmentusesre–chargeablebatteries,thetransceiversarestoredina‘dropin’typeofbatterychargingcradle.

11.4 MARITIME SuRvIvOR lOCATING SySTEMS (‘MAN OvERbOARD DEvICES’)These ‘MSLS’ or ‘MOB’ devices and systemsare intended for very short-range crew retrievalapplications.TheMSLSisdesignedtoallowforselfhelpfromthevesselororganisationwherethereisariskof crew fallingoverboardby soundinganalertfromtheonboardreceiver.

They are not part of the GMDSS, butmay usefrequencieswhich canbedetectedbybothGMDSSvesselsandnon-GMDSSvessels.

11.4.1 VHF DSC-based ‘MOB’ devicesOneexampleisadevicetransmittingonVHFCh.70usingDSC,having an integralGNSS receiver, andtransmitsperiodically,anautomatedDistress-priorityalertandDSCmessagewiththeassociatedtext‘MANOVERBOARD’.TheDSCmessagecontainstheGNSSposition and time,whichwill bedisplayedon thevessel’sVHFDSCreceiver.

AS/NZS4869.1describesMSLS systemsoperatingon121.5MHzandAS/NZS4869.2describesMSLSsystems operating on frequencies other than 121.5MHz.Bothareauthorizedforuse inAustralianandNewZealandterritorialwaters.

Variants of this equipmentmaybe found in othercountries,butthissectionwillfocusondeviceswhichuseVHFCh.70DSC, andwhat theAS/NZS4869.2standardcallsaTypeAMSLS–alowpowerbatteryoperated transmitter is carriedorwornbypersonsatriskoffallingoverboard.Areceiverontheparentvesselcontinuouslymonitorsthesystem’sdesignatedfrequency. If an incident occurs the transmitterinvolvedisactivatedandthereceivedsignalinitiatesanalarmandmayinsomecasesalsobeusedforhomingpurposestoguiderescuersbacktothecasualty.

InAustralia,untilJuly2012,thesedevicesusedanumericalidentifieroftheformat5038XXXXX,wherexcouldbeanynumberbetween0and9.

SinceJuly2012,thesedevicesuseaninternationalformat972xxyyyy forbothDSCandAIS-basedman overboard units,where x and y can beanynumber between 0 and 9, as specified inRecommendationITU-RM.585.Inthisformat,the‘xx’isa2-digitcodeassignedtomanufacturer(s)and ‘yyyy’ is a serial number assignedby themanufacturer.Once ‘yyyy’ reaches ‘9999’, themanufacturer restarts thenumbering sequencefrom‘0000’again.Thereisnoregistrationdatabasekeptforthesedevicesnationallyorinternationally.



Theunitsmayalsobefittedwithanalerting lightflashingatnot-lessthan20flashes/min.Iffitted,thelightshallbecapableofoperatingatleast6h,whichisalsothemainbatteryoperationrequirement.Itmayalsobecapableofbeingwateractivated.

The transmitter duty cycle• Whenactivated,notransmissionistooccurfor

thefirst20s,butcanoccurbetween20sand30s.• ThenaninitialDSCalertthemessageMAN

OVERBOARDistransmitted(symbol110)andtypeofsubsequentcommunication‘Noinformation’(symbol126)whichindicatesthatnosubsequentcommunicationswillfollow.

• AssoonasaGPSpositionisavailable(tobelessthan10minutes),thispositionistransmitted.

• (ifnopositionisobtained,thepositionfieldshallbefilledwiththedigit9andthetimefieldwiththedigit8)

• Afterthefirsttransmissionwithapositionissent,themessagewillberepeatedattherateofatleastonereportevery5minforaperiodof30min.After30minhaselapsed,thedutycycleshallchangeto10minutes,andwillcontinueuntilthebatteryisexhaustedoftheMSLSisswitchedoff.

• MSLStransmitterusingDSConVHFCh.70,the transmitter duty cycles shall be randomly selectedtimesofbetween4.9and5.1minand9.9and10.1minutesrespectively.

The abovemode is known as ‘Open-loop’, in thattheDSCalertisbroadcasttoallshipsinVHFrange.However, in some countries these devicesmayoperate in ‘Closed-loop’mode,meaning that theMSLSbroadcaststotheparentvesselonlyforthefirst5or10minutes,thengoesto‘Open-loop’modetoallstations.MSLSofthistypemayalsobeprogrammedasmembersofagroup,byusingthegroupMMSIformatspecifiedinRecommendationITU-RM.585.ThisallowsagroupofshipstomonitorMSLSbyprogrammingthegroupIDintotheirVHFDSCtransceivers.

Current IMODSCproceduresrequire thatshipsareNOT to relay aVHFDSCdistress alert. Ships arealsonottoacknowledgeaVHFDSCdistressalertviaDSC, except in special circumstances, asdetailed inCOMSAR/Circ. 25, anda relevant extract from theCOMSAR/Circ.25isshownbelow:

Note 1 – Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to terminate the call.

Note 2 – In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC distress alert on either VHF channel 70 or MF channel 2 187.5 kHz.

Ship stations in receipt of a distress alert or a distress call shall, as soon as possible, inform the master or person responsible for the ship of the contents of the distressalert.Aswithalldistressalerts,themasterofavesselorpersonresponsibleforthevesselistodecidewhetheritisabletorenderassistance.

Figure 27 - Maritime survivor locating device (Man Overboard Device) using VHF Ch.70 DSC

11.4.2 VHF AIS-based ‘MOB’ devicesAnumberofdevicesusedasManOverboardDevices(MaritimeSurvivorLocatingSystems/Devices)useAIS technology based on the burst transmissionsdefined inAnnex 9 of Recommendation ITU-RM.1371. Early versions of thesedeviceshave themaritimeidentityoftheformat970xxyyyy,butnewerunitsstartingfrom2011,usetheformat972xxyyyy,(see footnote 1 below theTable),whichhas beeninternationally agreed inRecommendation ITU-RM.585-6,Annex2,Section2.

Image courtesy of Mobilarm



There is currently noAS/NZS standard for thesedevices,buttheyshouldbecertifiedbyacompetenttestinghousethattheyaresufficientlycompliantwiththeIEC61097-14forthepurposeitisintended,orfullycompliantwithoverseas standards, suchasRTCM11901.1 (June2012).Additional overseas standardsforthesedevicesareunderdevelopment.

11.4.3 Diver locating devicesSomediver locatingdevicesuse technologybasedon burst transmissions defined inAnnex 9 ofRecommendationITU-RM.1371,inasimilarwaytoManOverboarddevices.TheInternationalMaritimeOrganization(NAV58)hasagreedthatdiverlocatingdevicesusedforroutinediveroperationsshouldnotoperateontheinternationalAISfrequencies161.975MHz(AIS1)or162.025MHz(AIS2).

AIS1andAIS2shouldonlybeusedwhenadiveris in a non-routine situation. The associated texttransmittedinanon-routinediversituationshouldbeMOBACTIVE(orMOBTESTintestmode).Themaritime identifier in this situation shouldbe thesameasforMOBdevices:e.g.972xxyyyy,asdescribedabove.


ThE NAvTEX SySTEM12This chapter provides general guidance in the principles and operation of the GMDSS NAVTEx system and equipment. For specific operational instructions, please refer to the equipment operator’s manuals carried on board your vessel.

12.1 INTRODuCTION12.1.1 System overviewThe NAVTEX system provides the automaticdissemination of local Maritime Safety Information (MSI) byNarrow BandDirect Printing (NBDP)operating in the ForwardErrorCorrection (FEC)broadcastmode(seeSection0formoredetailsonFECoperation).Dependingonthegeographicalfeaturesof its areaof responsibility (inmain, the lengthofcoastline), theNAVTEX systemmaybe chosenbyAdministrationsasanalternativetoprovidingsuchinformationbytheInmarsat-CEGCservice.Thesystemprovidesnavigationalsafetyinformation,weatherwarningsand forecasts relevant tovesselswithinspecifiedcoastalareas.Rangeisgenerallywithin300–400nmiles.

12.1.2 Areas of coverageDue to its large lengthof coastlineand the limitedcommunicationsrangeoftheNAVTEXfrequencies,AustraliahasnoplanstoprovideaNAVTEXservice.CoastalMSIisdisseminatedbyInmarsatEGC.TheNAVTEXsystem ispresentlyusedby countries inAsia,theMiddleEast,EuropeandNorthAmerica.

12.1.3 Frequencies usedBroadcastsoflocalMSIbylandstationsoperatingintheNAVTEXservicearemadeonthe(MF)frequencyof518kHz.AsecondNAVTEX(MF)frequencyof490kHzisavailablefornationallanguagebroadcast.The(HF) frequencyof 4 209.5kHz is alsoallocated fornationNAVTEXtransmissions.Thereisalsoprovisionfor transmissions on other nationally assignedfrequenciesfornationaltransmissions,whichalsobeinlanguageotherthanEnglish.Someoftheseareon424kHz(refertoALRSfordetails).

12.1.4 Some indicator charactersEach classofNAVTEXmessage carries adifferentsubject indicator character allowing a shipboardoperator toprogramaNAVTEX receiver to rejectcertainclassesofmessageisnotrequired.

Navigationalwarnings,meteorologicalwarnings,andsearch and rescue information cannot be rejected by anoperator.

Subject indicator charactersused in theNAVTEXsystem are:A NavigationalwarningsB MeteorologicalwarningsC IcereportsD Searchandrescueinformation,andpirateattack

warningsE MeteorologicalforecastsF PilotservicemessagesG AISH LORANmessagesI SpareJ GNSSmessagesK Other electronic navaidmessages (messages

concerningradionavigationservices)L Navigationalwarnings-additionalto‘A’V Specialservices–allocationbytheNAVTEXpanelW Specialservices–allocationbytheNAVTEXpanelX Specialservices-allocationbytheNAVTEXpanelY Specialservices–allocationbytheNAVTEXpanel

Z Nomessagesonhand

SubjectindicatorsA,B,DandLcannotberejectedbythereceiverandwillalwaysbeprinted.

12.1.5 Format of a NAVTEX message

Figure 28 - Format of NAVTEX Message

B1 = Transmitter identityB2 = Subject indicatorB3B4 = Consecutive number

Printed by NAVTEX receiver

Start of messagesgroup

Single space

ZCZC1 B1B2B3B41

(TIME OF ORIGIN)

SERIES IDENTITY + CONSECUTIVE NUMBER

MESSAGE TEXT

NNNN1

Transmitted by NAVTEX transmitter

Printed by NAVTEX receiver

1Groupmustbeerrorfreeandproperlyplaced

Printing optional


12. The NAVTEX system

12.1.6 Broadcast schedulesAs there is only one frequency presently used forNAVTEX transmissions,mutual interferencebetweenstations isavoidedbya timesharingarrangement. Ingeneral,eachNAVTEXstationinanareaisallocatedadesignated10minperiodevery4htomakeitsbroadcasts.Details of NAVTEX stations and their allocatedbroadcasting timesmaybe found in theList of Coast Stations and Special Service Stations published by the International Telecommunication Union (ITU) or the AdmiraltyListofRadioSignals.Generally,NAVTEXinformationisbroadcastintheEnglishlanguage.NAVTEXmessages are given priorities of VITAL,IMPORTANTandROUTINE.VITAL–Transmittedonreceipt(subjecttonotcausinginterferencetootherstations).IMpOrTANT –Nextavailabletimeslot.rOUTINE–Atthenormalallocatedtimeslot.Messages numbered 01 to 99 if previously receivedwithout toomany errorswill not be reprinted. SARmessageswill have the number 00 and always bereprintedwhetherreceivedpreviouslyornot.Most

NAVTEXreceiversalsodeleteanymessagesbetween60and72hold.

12.2 ShIpbOARD EquIpMENT

12.2.1 NAVTEX receiversTo receiveNAVTEX broadcasts, a shipmust beequippedwithadedicatedNAVTEXreceivertunedto 518kHz. Once switchedon andprogrammed,the receiverwillprovide fullyautomaticoperationandbroadcastswillnotbemissedevenifthebridgewatchkeeperisbusywithotherduties.Messagesarereceivedinprintedformonapaperroll,andonrecentmodels,displayedelectronicallywithlocalstorage.

Asparequantityofpaperrollsmustbekeptonboard,iftheNAVTEXreceiverrequiresit.

12.2.2 Station identificationCoast stations transmittingNAVTEXmessages areassigned a single alphabetical letter identificationcode letter (called a B1 character or TransmitterIdentificationCharacter),basedupontheprinciplesoutlinedintheALRSVolume5,FigureX.NAVTEXreceivers allow the operator to select or rejectindividualstationsbytheiridentificationcodeletter.

Figure 29 - NAVAREAS of the World-Wide Navigational Warning Service (WWNWS)


SEARCh AND RESCuE (SAR) OpERATIONS13

13.1 ShORE bASED SAR NETWORK

13.1.1 Communications linksToexploitthefulladvantagesofthegloballyintegratedGMDSS satellite and terrestrial communicationsnetworknecessitatestheestablishmentofanefficientcommunicationsnetworkbetweenMaritimeRescueCoordinationCentres (MRCCs). In addition, eachMRCCisequippedwithcommunicationlinkswiththe associatedLandEarth Station(s),CoastRadioStation(s)andCOSPAS-SARSATgroundstation(s).

TheinterconnectinglinksbetweenMRCCswillusuallyusethepublicswitchedtelecommunicationsnetworkfor telephone, facsimile,anddatacommunications.SomeMRCCsmayalsobeprovidedwithanInmarsatshipearthstation.

13.1.2 SAR coordinationSAr action in response to any distress situation will be achieved through cooperationamongSARAdministrations. TheMRCCnearest the distressincidentwillnormallyacknowledgethedistressalertandassume responsibility forSARcoordination.Agoodexplanationof the international SAR systemis contained in the Admiralty List of Radio Signals, Volume5.

13.1.3 Coordination of distress trafficTheMRCCwhichisresponsibleforcontrollingthesearchandrescueoperationwillalsoberesponsibleforco-ordinating thedistress trafficrelating to thatincident,ormayappointanotherstationtodoso.

13.2 ThE IAMSAR MANuAlTheInternationalMaritimeOrganization(IMO)andtheInternationalCivilAviationOrganization(ICAO)jointly publish the International Aeronautical and MaritimeSearchandRescueManual(IAMSAR).TheManualcomesinthreevolumes:

Volume I ‘Organization and Management’ discusses theglobal SARsystemconcept, establishment andimprovementofnationalandregionalSARsystemsandcooperationwithneighbouringStatestoprovideeffectiveSARservices.

Volume II ‘Mission Coordination’ assists personnel who plan and co-ordinate SAR operations andexercises.

Volume III ‘Mobile Facilities’ is intended to be carriedaboardrescueunits,aircraft,andvessels tohelpwithperformanceofasearch,rescue,oron–scenecoordinator functionandwithaspectsof SAR thatpertaintotheirownemergencies.

VolumeIIIoftheIAMSARManualisrecommendedforcarriagebyallSOLASvessels.

13.3 ON-SCENE COMMuNICATIONS

13.3.1 On-scene communicationsOn–scenecommunicationsarethosebetweentheshipindistress,other shipsandaircraft involved in theincident,andtheon–scenecoordinator(OSC).Controlof these communications is the responsibility of the on–scenecoordinator.

Simplexfrequencies(i.e.transmissionandreceptiononthesamefrequency)willbeusedinorderthatallstationsconcernedmayshareinformationconcerningthedistressincident.

For the same reason,whereNBDP is used, thebroadcast (forward error correctionorFEC)modeshouldbeselected.

13.3.2 Frequencies for on-scene communicationsThechoiceoffrequenciesforon–scenecommunicationsistheresponsibilityoftheon–scenecoordinator.

Preferred radiotelephony frequencies foron–scenecommunicationsareVHFchannel16 (156.80MHz)and2182kHz.

Shiptoshipon–scenecommunicationsmayalsouseNBDPon2174.5kHzinthebroadcast(forwarderrorcorrection)mode.

Inaddition toVHFchannel 16and2182kHz, thefrequenciesof3023kHz,4125kHz,5680kHz,121.5MHz,123.1MHz,andVHFchannel6(156.30MHz)maybeusedbetweenshipsandaircraft.Passengerships are required to carry equipment providingoperationontheVHFaeronauticalair/seafrequenciesof121.5MHzand123.1MHzfromthepositionfromwhichtheshipisnormallynavigated.

Normally,onceafrequency(orfrequencies)hasbeenchosen, a continuous loudspeaker or, in the case of NBDP,ateleprinterwatchwillbemaintainedbyallparticipatingstationsonthatfrequencyorfrequencies.


13. Search and Rescue (SaR) operations

13.4 lOCATING AND hOMING SIGNAlS

13.4.1 Locating signalsLocating signals are radio transmissions intendedto facilitate thefindingof a ship indistressor thelocationof survivors. These signals include thosetransmittedbytheshipindistress,bysurvivalcraft,by searching shipsprimarilyandby survival craftradartransponders(SARTs).

13.4.2 Frequency bands for locating and homing signalsLocating/homingsignalsmaybetransmittedinthefrequencybands:

117.975to126MHz (EPIRBshomingfrequency121.5MHz)

156to174MHz (EPIRBsoperatingonVHFChannel70)

161.975and162.025MHz(AIS-SARTs)

406to406.1MHz(406MHzEPIRBs)

9.2to9.5GHz(XbandradarandSARTs)

13.4.3 Homing signalsHomingsignalsarethoselocatingsignalswhicharetransmittedbyashipindistress,orbysurvivalcraft,for thepurpose ofproviding searching ships andaircraftwithasignalthatcanbeusedtodeterminethebearingofthetransmittingstation.

Homingsignalsincludethe121.5MHzcomponentoftransmissionsfroma406MHzEPIRB.

13.5 ShIp REpORTING SySTEMS

13.5.1 Transition of AUSREP to MASTREPTheAustralian ShipReporting System (AUSREP)has transitioned to the Modernised Australian Ship Tracking andReporting System (MASTREP), asprescribed in Marine Order 63 (MASTREP) 2013, from 1July2013.

AUSREPcommencedin1973inlinewithAustralia’sobligationsunder the InternationalConvention fortheSafetyofLifeatSea(SOLAS)asashipreportingsystem and is operated by the Australian Maritime SafetyAuthority (AMSA) through theAustralianRescueCoordinationCentre (RCCAustralia) inCanberra.

For 40 yearsAUSREP has served the needs ofbothAustralia andmariners, but over that timerequirements have changed and on 1 July 2012

AUSREPcommencedthetransitiontoMASTREP.Inthefirstphaseofthetransition,Australiaintroducedrequirements allowing for the use ofAutomaticIdentification System (AIS) technology, whichautomatesships’positionalreporting,increasingthetimelinessandaccuracyofdataandallowscoverageof agreaternumberof shipsoperatingwithin theAustraliansearchandrescueregion.

In phase two,which commenced on 1 July 2013,MASTREP replaced AUSREP as Australia’sinternationally recognised ship reporting system.ShipsarerequiredtoreportviaAISbutarenolongerrequiredtosubmitSailingPlansandFinalReportsasAIS data transmissions include both static and dynamic datawhichprovidestimely,detailedinformationwhileeliminatingmanualreportingobligations.

13.5.2 MASTREP application and obligation to report

Application

TheAUSREParea and theMASTREParea are thesameandrequirementtoreportappliestotheeachofthefollowingvesselswhileintheMASTREParea:

• AregulatedAustralianvessel;or

• AforeignvesselfromitsarrivalatitsfirstportinAustraliauntilitsdeparturefromitsfinalportinAustralia.

DomesticcommercialvesselsfittedwithGMDSSandAISarealsoencouragedtoparticipateinthesystemasMASTREPassistsAMSAincarryingoutitssearchandrescueactivities.

Obligation

PositionReports are tobe transmittedbyAIS.Themasterofaship,towhichRegulation19.2.4ofChapterVofSOLASapplies,mustensure the ship isfittedwithasystemtoautomaticallytransmitthefollowinginformation:• Identity;• Type;• Position;• Course;• Speed;• Navigationalstatus;and• Safetyrelatedinformation.

Asperregulation19.2.4.7ofChapterVofSOLAS,AISmustbeoperatedtakingintoaccounttheguidelinesfor the onboard operational use of shipborne AIS


13. Search and Rescue (SaR) operations

adoptedbyIMOResolutionA.917(22)asamendedbyIMOResolutionA.956(23).

The master of a ship must report any malfunction of the ship’sAIS equipment toRCCAustralia inaccordancewithSection186oftheNavigation Act 2012.

Further information and guidance on the shipreportingrequirementsisoutlinedintheMASTREPQuickReferenceGuide.Copies of theMASTREPGuidecanbeaccessedfromtheAMSAwebsite:www.amsa.gov.auorfromRCCAustraliadirectly.

rCC Australia contact details(Full details are provided in the IAMSAR Manual, the MASTREP booklet and REEFVTS User Manual)RescueCoordinationCentreAustralia(RCCAustralia)24hemergencycontacttelephonenumbers:1800641792(Maritime)1800815257(Aviation)MMSI:005030001

13.5.3 The REEFREP systemTheGreatBarrierReefandTorresStraitShipReportingSystem(REEFREP)wasestablishedin1996toimprovethesafetyandefficiencyofshippingtraffictransitingtheregion.

REEFREPprovides theREEFVesselTrafficService(REEFVTS) with information about a ship, itscharacteristics,andintendedpassage.Thisinformation,togetherwiththemonitoringandsurveillancesystemsusedbyREEFVTS,assistswiththeproactivemonitoringofashipstransit throughtheGreatBarrierReefandTorresStrait.

REEFVTSisoperatedunderjointarrangementbetweenthe Australian Maritime Safety Authority (AMSA) and MaritimeSafetyQueensland(MSQ).Itspurposeisto:•makenavigationinTorresStraitandtheinnerroute

of theGreatBarrierReef safer byworkingwithshipping togive thebestpossible informationonpotential traffic conflicts andother navigationalinformation.

• minimise the risk ofmaritime accidents, andtherefore avoid thepollution anddamagewhichsuchaccidentscancausetothemarineenvironmentintheGreatBarrierReefandTorresStrait.

• assistwithquickresponseifasafetyorpollutionincidentdoesoccur.

It ismannedon a 24hbasis from theVTSCentre,situatedatTownsvilleontheQueenslandcoast.

Main features of the systemAshipmustsendthefollowingreportstoREEFVTSatthetime/placespecified:

• Pre-EntryPositionReport-atleast2hpriortoenteringtheREEFVTSArea;

• EntryReportandRoutePlanReportonenteringtheREEFVTSArea;and

• FinalReport(FR)onleavingtheREEFVTSAreaorarrivalatanAustralianport.

AdditionalReportsmustbesent toREEFVTSwhereapplicable:

• IntermediatePositionReportswhereSatCisnotavailable;

• RouteDeviationReport;and

• DefectReport.

Inmarsat-C is the preferred option forAutomatedPositionReportingandtransmissionofShipInformationServices.MessagestoREEFVTSsentbyInmarsat-Cwillbe reverse charged toREEFVTS if shipsuse specialaccesscode(SAC)861viaPORLES212.

Ships are providedwith Ship Traffic Informationon the position, identity and intentions of other traffic includingMaritimeSafety Informationwhichidentifieshazardsorotherfactors(e.g.defectiveaidtonavigation).

REEFVTSmayalsoprovidenavigationassistance toanindividualshiptoassiston-boarddecision-making,where informationavailable toREEFVTSsuggestsashipmaybestandingintoshallowwater,orisdeviatingfromarecommendedroute.

FulldetailsareincludedintheREEFVTSUserGuidewhich is available fromREEFVTSoron theAMSAwebsite(www.amsa.gov.au).

rEEFVTS Contact DetailsTelephone+611300721293Facsimile+61747210633Email:[email protected]

Vessels required to participate in the rEEFrEp system

ThefollowingcategoriesofshipsarerequiredtoreporttoREEFVTSunderREEFREP:

• Allshipsof50metresorgreaterinoveralllength;

• Alloiltankers,liquefiedgascarriers,chemicaltankersorshipscomingwithintheINFCode,regardlessoflength;and


13. Search and Rescue (SAR) operations

• Shipsengagedintowingorpushingwhereit,ortheshipbeingtowedorpushedisashipdescribedina)orb)orwheretheoveralllengthofthetowisorexceeds150metres.

Theoveralllengthofthetowismeasuredfromthesternofthetowingvesseltotheafterendofthetow.

13.5.4 The AMVER systemTheAutomatedMutual–assistanceVesselRescue(AMVER)system,operatedbytheUnitedStatesCoastGuard, isavoluntaryglobal shipreportingsystemusedworldwideby search and rescue authoritiesto arrange for assistance topersons indistress atsea.MerchantvesselsofallnationsmakingoffshorevoyagesareencouragedtosendmovementreportsandperiodicpositionreportstotheAMVERcentreatCoastGuardNewYork,viaselectedradiostationsortheInmarsatsystem.

Information from these reports is entered into a computerwhich generates andmaintains dead

reckoningpositionsforvesselswhiletheyarewithintheplottingarea. CharacteristicsofvesselswhicharevaluablefordeterminingSARcapabilityarealsoenteredintothecomputerfromavailablesourcesofinformation.Appropriate information concerningthe predicated location and SAr characteristics of eachvesselknowntobewithintheareaof interestismadeavailableupon request to recognisedSARagenciesofanynation,orpersonindistress,foruseinanemergency.Predictedlocationsareonlydisclosedforreasonsconnectedwithmaritimesafety.

13.5.5 Other ship reporting systemsOther ship reporting systems in accordancewithSOLAS, include the JapanShipReporting System(JASREP),ChinaShipReportingSystem(CHISREP),SouthKorea Ship Reporting System (KOSREP),France(SURNAV)andmanyothers.Detailsoftheseare published in the Admiralty List of Radio Signals, Volume6.


GMDSS DISTRESS uRGENCy AND SAFETy COMMuNICATIONS pROCEDuRES14

This Chapter provides an overview of the procedures to be used for emergency communications to and from GMDSS vessels.

ItshouldbenotedthatnoprovisionofthisChapteror the ITU Radio Regulationsprevents theusebyaship in distress of any means at its disposal to attract attention,makeknownitspositionandobtainhelp.

Similarly, noprovisionof this chapter, or the ITURadio Regulations,preventstheusebyshipsengagedin search and rescue operations of any means at their disposaltoassistashipindistress.

14.1 GENERAl

14.1.1 Transmission of a distress alert by a ship

A distress alert indicates that a mobile unit or person is threatened by grave and imminentdangerandrequiresimmediateassistance.

A distress alert has absolute priority over all other transmissions.

Adistressalertmaybeadigitalselectivecall(DSC)transmitted by terrestrial communications (MF, HForVHF),adistressmessageformattransmittedby Inmarsat communications or a distress call transmittedbyvoice.

Thesignal fromanactivatedsatelliteEPIRBisalsoregardedasadistressalert.

14.1.2 Authority to transmit a distress alert

A distress alert may only be sent on the authority of the Master or person responsible for the safety of the ship.

14.1.3 Information contained in a distress alertThedistressalertmustprovidetheidentificationoftheshipindistressanditsposition.

The distress alert may also contain information regarding the nature of the distress, the type ofassistancerequired,thecourseandspeedoftheship,thetimethatthisinformationwasrecordedandanyotherinformationwhichmightfacilitaterescue.

14.1.4 Receipt of a distress alert by a shipAship’s operator receiving adistress alert,must,as soon as possible, inform the Master or person responsible for the safety of the ship of the contents ofthedistressalert.

Anystationreceivingadistressalertmustimmediatelyceaseany transmission capableof interferingwithdistresstraffic.

14.1.5 Obligation to acknowledge receipt of a distress messageShipstationswhichreceiveadistressmessagefromanother shipwhich is, beyondanypossibledoubt,in their vicinity should immediately acknowledgereceipt.

However, in areaswhere reliable communicationswith a coast station are practicable, ship stationsshoulddeferthisacknowledgmentforashortintervaltoallowthecoaststationtoacknowledge.

Shipstationswhichreceiveadistressmessagefromanothershipwhich,beyondanypossibledoubt,isnotintheirvicinityshoulddefertheiracknowledgmentto allow ships nearer to the distressed ship toacknowledgewithoutinterference.

14.1.6 Shore to ship distress alert relaysAMaritimeRescueCoordinationCentre (MRCC)which receives a distress alertwill initiate thetransmission of a shore to ship distress alert relay addressed, as appropriate, to all ships, ships in a particular area or to a specific ship. Thedistressalert relaywill be transmitted by the InmarsatEGCsystemandalsoviaDSCand radiotelephonecommunications.

Thedistressalertrelaywillcontaintheidentificationof the ship in distress, its position and all other informationwhichmightfacilitaterescue.

Adistressrelayoradistressacknowledgementcan only be sent on the authority of the Master orpersonresponsibleforthesafetyoftheship.


14.Gmdss distress urgency and safety communications procedures

14.1.7 Transmission of a distress alert by a ship not Itself in distressAshipwhichlearnsthatanothershipis indistressshould initiate and transmit a distress alert relay on itsbehalfinthefollowingcircumstances:

• Whentheshipindistressisnotitselfinapositionto transmit a distress alert, and

• WhentheMasterorpersonresponsiblefortheship not in distress considers that further help is necessary.

See also Section 14.10.6

Ashipstationtransmittingsuchadistressalertrelaymustindicatethatitisnotitselfindistress.Satelliteand/orterrestrialcommunicationsmaybeusedbytheshiptransmittingthedistressalertrelay.

14.2 GENERAl INMARSAT DISTRESS, uRGENCy AND SAFETy pROCEDuRES

14.2.1 IntroductionThe Inmarsat systemprovides priority access tosatellite communications channels in emergencysituations.

Eachshipearthstation(SES)iscapableofinitiatinga “requestmessage”withdistresspriority. This isautomatically recognised and a satellite channelassigned immediately. In the event of all satellitechannelsbeingbusywithroutinecommunications,oneofthemwillbepre-emptedandallocatedtotheshipearthstationwhichinitiatedthedistressprioritycall.

The English language is used for internationalmaritimedistressmessages.

14.2.2 Routeing of distress alertsThedistresspriorityappliesnotonlywithrespecttoallocation of satellite channels but also to automatic routeing of the alert to the appropriate rescueauthority.EachLandEarthStation(LES)isrequiredtoprovidereliabletelecommunicationsconnectionswithanassociatedMRCC.

Australia’s LES located in Perth has dedicatedconnectionstotheRCCinCanberra.

14.2.3 MRCCsAMRCC is equippedwith specialised facilitiesto organise and co-ordinate search and rescueactivities.MRCCs are connected by internationaltelecommunicationsnetworkstoMRCCslocatedinotherpartsoftheworld.Manyarealsoequippedwith

InmarsatterminalstoprovidedirectcommunicationstoshipsintheeventoffailureofcommunicationstotheassociatedInmarsatLES.

14.2.4 Initiation of a distress alertInitiation of a distress alert from most ship earth stationsismadesimplebytheprovisionofadistressbutton(s) or, in some cases, the input of a brief keyboard code.This simpleoperationprovides anautomatic,directandassuredconnectiontotheMRCCassociatedwith theLESwhichhasbeencontacted.The need for the operator to enter the telephone or telexnumber(ifused)oftheMRCCisthusavoided.The establishment of the connection is completely automaticandshouldtakeonlyafewseconds.

14.3 INMARSAT-b / FlEET77 ShIp EARTh STATIONS

14.3.1 Generation of distress alertsTheissueofanInmarsat–B/Fleet77distressalertbyashipmaybemadebyusingeitherthetelex(Inmarsat-Bonly)ortelephonycommunicationchannels.

Ifadistressalertisissuedonatelexchannel,theship’soperatorshouldpauseuntilreceivingtheanswerbackoftheMRCC,thentypeessentialdetailsofthedistressincludingtheship’scallsign,name,position,natureofdistressandtypeofassistancerequired.

Adistressalert issuedona telephonychannelwillbe automatically routed to the LES’s associatedMRCC.Theprocessusuallytakeslessthan1min.Onbeingconnectedtothedutyofficerattherescueco–ordinationcentre,theship’soperatorshouldclearlystatedetailsofthedistress,usingthevoiceMAYDAYproceduresdescribedlaterinthisChapter.

14.4 INMARSAT 505 EMERGENCy CAllING (FlEETbROADbAND)

Note: Inmarsat FleetBroadband ship earth stations are not GMDSS approved as yet but this is being sought prior to the closure of the Inmarsat B service on 31 December 2014. (Pleaseseenoteoninsidefrontcover)

Inmarsathasrecentlyintroducedanewnon-GMDSSservicecalled505EmergencyCalling.Itisintendedasafree-of-chargeserviceforsmallervesselsthatdonotrequireGMDSS-compatibleequipment.ItcanonlybeusedviaFleetBroadband500,250and150terminals.505callscanonlybemadewhilstthereisanIP(InternetProtocol) connection, not an ISDN connection.



Itisashortcodediallingfacilitythatprovideddirectaccesstomaritimerelief.Intimeofdistressaseafarerdials505(selectedforitssimilaritytoSOS)tocontactaMaritimeRescueCoordinationCentre(MRCC).AtthetimeofpublicationofthisHandbook,thisserviceisNOTGMDSS-compliant andGMDSS-compliantequipment should beused in thefirst instance iffitted.AtthetimeofpublicationofthisHandbook,thereare threeMRCCs strategically selected in theworldwhichhaveagreedtoparticipateinthisservice:RCCAustralia(Canberra,Australia),JRCCNorfolk(Virginia,USA)andJRCCDenHelder(Netherlands).

14.5 INMARSAT-C ShIp EARTh STATIONSReferenceshouldbemadetospecificmanufacturers’instructionsonhowtosendbothpre–programmeddistressalertsanddetaileddistressmessages.

14.5.1 Generation of distress callsAnInmarsat–Cshipearthstationallowsanoperatortosendtwodifferenttypesofdistresscall–abriefdistressalert,oradetailedmessagewithdistresspriority.

Both typesofdistresscallareautomatically routedthroughaLEStoitsassociatedMRCC.Initially,thebrief distress alert should be sent and, if time permits, adetaileddistressprioritymessageshouldfollow.

Thebriefdistress alertonly requires theoperationof one or two controls and results in a distressmessagecontainingthefollowingpre–programmedinformationbeingtransmitted:

• Theidentityoftheshipearthstation;

• Thenatureofthedistress(chosenfromamenuor“maritimeunspecified”ifnotchosen);and

• Theship’sposition,courseandspeed(fromthemostrecententrytotheequipment).

AdistressalertmaybeinitiatedevenwhenaSESisengagedinsendingorreceivingamessage.Routinecommunicationswillbeabandonedimmediatelyandthedistressalerttransmitted.

IfanacknowledgmentisnotreceivedfromboththeLESandtheMRCCwithin5min,thedistressalertshouldberepeated.SomeSESequipmentprovidesitsown indication to theoperator that thedistressalertisbeingtransmittedandofitsreceiptattheLES.

Adetaileddistressmessagemaybe typed into theequipmentusingthetexteditorfacilityinthesamewayasanormalmessage.However,distressprioritymustbeselectedbytheoperatorbeforetransmission.

14.5.2 Routeing of a distress callsSome ship earth station equipmentwill send adistressalerttothe“preferredLES”(astoredentryin thedistressmessagegenerator) or, if this entryhas not beenmade, to the LESmost recently incommunicationwiththeshipearthstation.

OthertypesofshipearthstationrequiretheoperatortoselectaLESthroughwhichtosendadistressalertorcall.ThisshouldbethenearestLEStothedistressedvessel.IfaLESisnotspecifiedeitherbytheequipmentortheoperator,thedistressalertwillberoutedviathenetworkco-ordinationstation(NCS)andmayresultinanunnecessarydelay.

14.5.3 Position informationUsually a shipboard Inmarsat–C terminalwill beinterfacedwith the vessel’s satellite navigator toprovideanaccurateandcurrentpositionforautomatictransmissioninadistressalert.

Onshipswherethisinterfacingisnotpossible,itisessential that theship’sposition, courseandspeedareenteredmanuallyatintervalsnotexceeding4h.

The regular entry of position information toInmarsat–Cequipment is alsovital to ensure thatthe integral enhancedgroup calling (EGC) facilityresponds tomaritime safety informationwhich isrelevanttotheship’sposition.

14.5.4 Remote Distress Initiation Devices (RDIDs)AllInmarsat–Cequipmentisrequiredtobefittedwithadeviceforgeneratingadistressalertfromapositionremotefromwhichthevesselisnormallynavigated.This equipment is known as a RemoteDistressInitiationDevice (RDID), and is usually installedin either theMaster’s cabin, or a suitable remotelocation.UponactivationoftheRDID,theInmarsat–Cequipmentwilltransmitapre–programmeddistressalert,asdescribedinSection14.5.1.

14.5.5 Generation of urgency messagesCurrent softwarefitted to Inmarsat–C equipmentdoesnotprovidefortransmissionof‘safety’prioritymessages,onlyDistress,UrgentandRoutine.

Note:Theseare theacceptedterms,howeversomemanufacturersmay use ‘Distress’, ‘Routine’ and‘Non–urgent’.Theserelateto‘RouteddirectlytoSAR’,‘Forwardedimmediately’and‘Delayedforwarding’respectively. Urgent prioritymessagesmust becomposedwith the texteditor, in the samewayasa routine call, andurgentpriority selectedbeforetransmission.



14.5.6 Two digit service codesA range of special safety and generalmaritimeservices,knownasthe2–digit‘service’codesspecialaccess codesor short address codes (SAC)maybeavailablethroughsomeLESs.Thesearesummarisedasfollows:

Service 2 Digit Code

Automaticcalls 00

Maritimeenquiries 31

Medicaladvice 32

Technicalassistance 33

Timeandchargesatendofcall 37

Medicalassistance 38

Maritimeassistance 39

Sendingweatherreports 41

Sendingnav.reports 42

Positionreports 43

ItshouldbenotedthattheseservicesarenotavailablethroughallLandEarthStations.

Note: Due to the merger between Xantic and Stratos Global, a rationalisation of Inmarsat-C infrastructure at Perth LES occurred from 1 March 2007. At the time of publication of this Handbook, the Perth POR and IOR channel units are remotely controlled from Burum (Netherlands).

The host called LES 22 is no longer available or selectable via Inmarsat-C. AMSA Maritime Safety Information is being sent via a host called LES 12 (Burum). This means logging into 212 (POR) or 312 (IOR). There has been no change to the SAC arrangements regarding Inmarsat-B/ Fleet77/M/mini-M, etc.

14.6 GENERAl DSC DISTRESS, uRGENCy AND SAFETy pROCEDuRES

14.6.1 IntroductionADSCdistressalertwillalways include theship’slast known position and time (in UTC). Thisinformation may be included automatically by the ship’s navigational equipment, or itmay beenteredmanuallyby theoperator.DSCcontrollershaveprovisionforinterfacingtoshipsnavigationalequipment(GPS,etc.),fortheautomaticupdatingofpositionandtimeinformation.

If the ship’s DSC controller is not connected to electronic navigation equipment the ship’s position and time (in UTC) must be entered manually at least every 4 h whenever the ship is at sea (SOLAS IV/reg. 18).

EveniftheDSCcontrollerisconnectedtoanelectronicnavigationsystem,itisstronglyrecommendedthatthe accuracy of the position and time displayed on the controllerisverifiedatleastonceawatch.

Thispositionandtimeinformationistransmittedwitha distress alert, so it must be as accurate as possible at alltimes.Youmaynothavetimetoupdateitduringadistresssituation.

As with Inmarsat-C systems, DSC equipmentoffers theuser theoptionsof either sendingapre-programmeddistressmessagebyoperatingasinglebuttonorcomposingamessagewiththeequipment.AllDSCsystemsoperateona ‘menu’arrangementwhich allows the operator to choose fromafixedselectionofdistressscenarios.

In order to increase the probability of a DSCdistressalertbeingreceived,allMF/HFcontrollersautomaticallyrepeataDSCdistressalerteither5timesonasinglefrequency(singlefrequencycallattempt)or the operatormay initiate up to 6 consecutiveDSCdistress alerts are spreadover6DSCdistressfrequencies (multi-frequency call attempts). Theprocessof sendingaDSCdistressusing the singlefrequency call attemptor themulti-frequency callattempt, or a combination of the two, is given inSection 14.8.2. Stations should be able to receiveacknowledgements continuously on all distressfrequencies.

Toavoidcallcollisionandlossofacknowledgements,callattemptswillberepeatedafterarandomdelayofbetween3.5and4.5min,unlessstoppedbyswitchingoff the transceiver, receiving anacknowledgementvia DSC or when DSC equipment is renderedunserviceableduetosinking.

OnVHFDSConlyasingleDSCdistresscallisusedsincethereisonlyoneVHFDSCfrequency(Ch.70).

ProceduresforMF/VHFandHFDSCoperationarecoveredinthefollowingsections.



14.7 MF/vhF DSC AND RADIO-TElEphONE DISTRESS uRGENCy AND SAFETy pROCEDuRES

14.7.1 GeneralMFandVHFDSCisdesignedforshiptoshipandlocalship–shorealerting.

Once a DSC alert has been transmitted on the MF and/or VHF DSC channel the station in distress should then change to the radio– telephone distress frequency for the band in use and send a voice MAYDAY message after a brief pause to allow other stations to receive the DSC alert. Do not wait for acknowledgment by other stations on the DSC channel.

A ship sending a 2MHzDSCdistress alerton 2 187.5 kHzwill use 2 182 kHz as theradiotelephonechannel. InthecaseofaVHFDSCalertonChannel70,Channel16isused.

FollowingaDSCdistressalertsenton2187.5kHz,radiotelephone distress traffic may be conducted on2 182kHzusing J3E emission (single sidebandsuppressedcarrier).

Radiotelephony transmissions are prohibited on VHF marine Channel 70.

14.7.2 Distress procedures using voice after the DSC alertThe procedures are:

• TunethetransmittertotheDSCdistresschannel(2187.5kHzonMF,channel70onVHF);

• Iftimepermits,keyinorselectontheDSCequipmentkeyboard:

– Thenatureofdistress;

– Theship’slastknownposition(latitudeandlongitude);

– Thetime(inUTC)thepositionwasvalid;

– Typeofsubsequentdistresscommunication-telephony(mostequipmentdefaultstothismode);inaccordancewiththeDSCequipmentmanufacturersinstructions.

• TransmittheDSCdistressalert.

• Prepareforthesubsequentradiotelephonedistresstrafficbytuningthetransmitterandtheradiotelephonyreceivertothedistresstrafficchannelinthesameband,i.e.2182kHzonMF,channel16onVHF.(The2182kHz2-tonealarm,iffitted,maybeusedtoattractattention).

• Sendthefollowingspokenmessageontheradiotelephone channel:

Distress CallDistressSignal(x3) MAYDAY MAYDAY MAYDAY

Words‘thisis’ THISIS

Nameofvessel(x3) WILTSHIRE WILTSHIRE WILTSHIRE

Callsignorotheridentification VJEK

MMSI (if the initial alert has beensentbyDSC) 503123000

Distress MessageDistresssignal MAYDAY

Nameofvessel WILTSHIRE


MMSI (if the initial alert has beensentbyDSC) 503123000

Position POSITION 5MILESEAST OFGREENCAPE

NatureofDistress ONFIREOUTOF CONTROL

OtherInformation VESSELISAGAS TANKER,CREW TAKINGTO LIFEBOATS

ToSignifyEndofMessage OVER

14.7.2.1 Distress calls on VHF Ch.16 (156.8 MHz)

Theseshallbegiveninthefollowingform:

• ThedistresssignalMAYDAY,spokenthreetimes;

• ThewordsTHISIS;

• Thenameofthevesselindistress,spokenthreetimes;

• Thecallsignorotheridentification;and

• TheMMSI(iftheinitialalerthasbeensentbyDSC)



14.7.2.2 Acknowledgement of radiotelephony

Whenacknowledgingbyradiotelephonythereceiptofadistressalertoradistresscall,theacknowledgementshouldbegiveninthefollowingform:• ThedistresssignalMAYDAY;• Thenamefollowedbythecallsign,ortheMMSI

orotheridentificationofthestationsendingthedistressmessage;

• ThewordsTHISIS;• Thenameandcallsignorotheridentificationof

thestationacknowledgingreceipt;• ThewordRECEIVED;and

• ThedistresssignalMAYDAY.

14.7.3 Reception and acknowledgment of DSC distress alerts

DSCdistressalerts receivedon2187.5kHzorVHFchannel70arenormallyacknowledgedbyradiotelephonyon2182kHzorchannel16.

Acknowledgment of aDSCdistress alert bytheuseof aDSCacknowledgmentmessage isnormallymadebycoaststationsonly.

A ship receiving a distress alert on anyDSCchannel should immediately listen on the associatedradiotelephonedistressfrequency(seeAppendix1)forthevoiceMAYDAYmessagefromtheshipindistress.

ShipsreceivingaDSCdistressalertfromanothershipshoulddefer the acknowledgement of thedistressalertforashortintervaliftheshipiswithinanareacoveredbyoneormorecoaststations.ThisgivesthecoaststationthetimetoacknowledgetheDSCdistressalertfirst.

Acknowledge the receipt of the distress alert bytransmittingthefollowingbyradiotelephonyonthedistresstrafficfrequencyinthesamebandinwhichtheDSCdistressalertwasreceived,i.e.2182kHzonMF,channel16onVHF:• ThedistresssignalMAYDAY;• Thename,callsignorMMSIofstationsending

distressmessage;• ThewordsTHISIS• Thenameandcallsignofthestation

acknowledgingreceipt;• ThewordRECEIVED;and• ThedistresssignalMAYDAY.

Assoonaspossibleafterthisacknowledgmentashipstationshouldtransmitthefollowinginformation:

• Itsposition;and

• Thespeedatwhichitisproceedingandtheapproximatetimeitwilltaketoreachthedistressscene.

Exampleofacknowledgmentofreceiptofadistressmessagebyashipstation(transmittedinresponsetothedistresscallandmessagegiveninSection14.7.2):

DistressSignal MAYDAYNameofstationsending distressmessage WILTSHIRECallsign(orotheridentification)VJEKMMSI (if the initial alert has beensentbyDSC) 503123000Words‘thisis’ THIS ISName LAKEBARRINECallsignorotheridentification VLLB

MMSI 503543000

Words‘ReceivedMayday’ RECEIVEDMAYDAY MYPOSITION 20NAUTICALMILES EASTOFGREENCAPE PROCEEDINGAT 15KNOTSESTIMATE ATYOURPOSITION INONEHOUR

Tosignifyendofmessage OVER

A DSC acknowledgment message should only be sent on MF or VHF DSC if attempts to contact the vessel in distress via radiotelephone on 2 182 kHz or VHF channel 16 have failed and the vessel in distress continues to send DSC distress alerts on 2 187.5 kHz or VHF channel 70.

DetailsofallDSCalertsreceivedmustbepassedtotheRescueCoordinationCentreCanberra(ortheMRCCforyourareaofoperation)viaInmarsat-Cassoonaspossible.Themessageshouldinclude:

• FrequencyorchannelonwhichyoureceivedtheDSCalert.

• MMSI(DSCidentificationnumber)ornameofvesselindistress.

• Position,timeandnatureofdistressreceivedinthemessage.

• Positionofyourvessel.

• Youractionsandintentions.



14.7.4 Transmission of a distress alert by a station not Itself in distressAstation in themobile ormobile-satellite servicewhich learns that amobileunit is indistress (forexample,byradioorbyobservation)shallinitiateadistress alert relay or a distress relay on behalf of the mobile unit in distress once it has ascertained that any ofthefollowingcircumstanceapply:

a. Onreceivingadistressalertorcallwhichisnotacknowledgedbyacoaststationoranothervesselwithin5min;or

b. Onlearningthatthemobileunitindistressisotherwiseunableorincapableofparticipatingindistress communications, if the master or other person responsible for the mobile unit not in distressconsidersthatfurtherhelpisnecessary.

The distress relay on behalf of a mobile unit in distress shall be sent in a form appropriate to the circumstancesusing either adistress call relaybyradiotelephony, an individually addresseddistressalert relaybyDSC, or adistressprioritymessagethroughashipearthstation.

A station transmitting a distress alert relay inaccordancewiththeaboveshallindicatethatitisnotitselfindistress.

Adistress alert relay sent byDSC shoulduse thecallformat,asfoundinthemostrecentversionsofRecommendations ITU-RM.493and ITU-RM.541,andshouldpreferablybeaddressedtoanindividualcoaststationorrescuecoordinationcentre.

Vesselsmakingadistressalertrelayoradistresscallrelay should ensure that a suitable coast station or rescue coordination centre is informed of any distress communicationspreviouslyexchanged.

However,ashipshallnottransmitadistressalertbyDSContheVHForMFfrequenciesonreceiptofadistressalertsentbyDSCbytheshipindistress.

Ifthecircumstancesexist,e.g.asinb)above,theDSCdistressrelayalertistransmittedasfollows:

• TunethetransmittertotheDSCdistresschannel(2187.5kHzonMF,channel70onVHF).

• SelectthedistressrelaycallformatontheDSCequipment.

• KeyinorselectontheDSCequipmentkeyboard:

- AllShipsCall(VHF),GeographicAreaCall(MF/HF)orthe9-digitidentityoftheappropriatecoaststation;

- The9–digitidentityoftheshipindistress,ifknown;

- Thenatureofdistress;

- Thelatestpositionoftheshipindistress,ifknown;

- Thetime(inUTC)thepositionwasvalid,ifknown;

- Typeofsubsequentdistresscommunication(telephony).

• TransmittheDSCdistressrelaycall;

• Prepareforthesubsequentdistresstrafficbytuningthetransmitterandtheradiotelephonyreceivertothedistresstrafficchannelinthesameband,i.e.2182kHzonMFandchannel16onVHF,whilewaitingfortheDSCdistressacknowledgment.

14.7.5 Acknowledgment of a DSC distress relay alert received from a coast stationCoast stations will, after having received andacknowledged a DSC distress alert, normallyretransmittheinformationreceivedasaDSCdistressrelaycall,addressedtoallships.

Shipsreceivingadistressrelaycalltransmittedbyacoaststationshouldacknowledgethereceiptof the call by radiotelephony on the distress trafficchannel in the sameband inwhich therelaycallwasreceived,i.e.2182kHzonMForchannel16onVHF.

Theacknowledgmentistransmittedasfollows:

“MAYDAY”-The9-digitidentityorthecallsignorotheridentificationofthecallingcoaststation;

“THISIS”- The9-digitidentityorcallsignorotheridentificationofownship;

“RECEIVEDMAYDAY”

14.7.6 Acknowledgment of a DSC distress relay alert received from another shipShipsreceivingadistressrelayalertfromanothershipshallfollowthesameprocedureasforacknowledgmentofadistressalert.

COMSAR/Circ.25containsaflowdiagramindicatingtheactionstobetakenonreceiptofaMForVHFDSCdistressalert(seeFigure30).



ISTHE ALERT

ACKNOWLEDGEDBY CS AND/

OR RCC?

DSCDISTRESS ALERT

IS RECEIVED

LISTEN ONVHF CHANNEL16 / 2182 kHz

FOR 5 MINUTES

CS = Coast Station RCC = Rescue Coordination Centre

ISDISTRESSTRAFFIC IN

PROGRESS?

ISOWN VESSEL

ABLE TOASSIST?

ISTHE DSC

DISTRESS CALLCONTINUING?

ACTIONS BY SHIPSUPON RECEPTIONOF VHF / MF DSCDISTRESS ALERT

InnocaseisashippermittedtotransmitaDSC distress relaycallonreceiptofaDSCdistressalertoneitherVHForMFchannels.

COMSAR/Circ.25

ACKNOWLEDGETHE ALERT BY

RADIOTELEPHONYTO THE SHIP INDISTRESS ON

VHF CH 16 / 2182 kHz

ENTER DETAILSIN LOG

RESET SYSTEM

INFORM CSAND/OR RCC

NOTE:AppropriateorrelevantRCCand/orCoastStationshallbeinformedaccordingly.IffurtherDSCalertsarereceivedfromthesamesourceandtheshipindistressisbeyonddoubtinthevicinity,aDSCacknowledgementmay,afterconsultationwithanRCCorCoastStation,besenttoterminatethecall.

NO

NO

YES

YES

NO

YES

NO

Figure 30 – Action on receipt of a MF or VHF DSC distress alert



14.7.7 Urgency proceduresTransmissionofurgencymessagesiscarriedout intwosteps:

• Announcementoftheurgencymessage;and

• Transmissionoftheurgencymessage.

The announcement is carried out by transmission of aDSCurgencycallon theDSCdistressandsafetychannel(2187.5kHzonMF,channel70onVHF).

The urgency message is transmitted on theradiotelephonedistresschannel (2182kHzonMF,channel16onVHF).

TheDSCurgencyannouncementmaybeaddressedtoallstationsortoaspecificstation.Thefrequencyonwhich theurgencymessagewillbe transmittedshallbeincludedintheDSCurgencyannouncement.

The transmissionof anurgencymessage is carriedoutasfollows:

• TunethetransmittertotheDSCdistressandsafetychannel(2187.5kHzonMF,channel70onVHF);

• KeyinorselectontheDSCequipmentkeyboardinaccordancewiththeDSCequipmentmanufacturer’sinstructions:

– AllShipsCallorthe9digitidentityofthespecificstation;

– Thecategoryofthecall(urgency);

– Thefrequencyorchannelonwhichtheurgencymessagewillbetransmitted;

– Thetypeofcommunicationinwhichtheurgencymessagewillbegiven(radiotelephony).

• TransmittheDSCurgencyannouncement.

• TunethetransmittertothefrequencyorchannelindicatedintheDSCurgencyannouncement.

• Transmittheurgencymessageasfollows:

“PANPAN” -Repeated3times;

“ALLSTATIONS” orCalledStation-Repeated3times;

“THISIS” -The9digitidentityandthe callsignorotheridentification ofownship;

-Thetextoftheurgencymessage.

14.7.8 Reception of an urgency message

ShipsreceivinganurgentpriorityDSCmessageshouldNOTacknowledgereceiptviaDSCbutshouldtunetheirMF/HForVHFtransceivertothefrequencynominatedintheDSCmessageandawaitthevoiceurgencymessage.

14.7.9 Transmission of safety messagesTransmissionof safetymessagesare carriedout intwosteps:

• Announcementofthesafetymessage;and

• Transmissionofthesafetymessage.

The announcement is carried out by transmission of aDSCsafetyannouncementontheDSCdistressandsafety channel (2 187.5kHzonMF, channel 70onVHF).Thesafetymessageisnormallytransmittedonthe radiotelephone distress channel in the same band inwhichtheDSCcallwassent,i.e.2182kHzonMF,channel16onVHF.

TheDSCsafetycallmaybeaddressedtoallshipsortoaspecificstation.

ThefrequencyonwhichthesafetymessagewillbetransmittedisincludedintheDSCannouncement.

Thetransmissionofasafetymessageisthuscarriedoutasfollows:

• TunethetransmittertotheDSCdistressandsafetychannel(2187.5kHzonMF,channel70onVHF).

• Select theappropriatecalling formaton theDSCequipment(allships,areacallorindividualcall)inaccordancewiththeDSCequipmentmanufacturer’sinstructions.

• KeyinorselectontheDSCequipmentkeyboard:– specificareaor9digitidentityofspecific

station,ifappropriate;– thecategoryofthecall(safety);– thefrequencyorchannelonwhichthesafety

messagewillbetransmitted;– thetypeofcommunicationinwhichtheSafety

messagewillbegiven(radiotelephony);

• TransmittheDSCsafetyannouncement;

• TunethetransmittertothefrequencyorchannelindicatedintheDSCsafetyannouncement;



• Transmitthevoicesafetymessageasfollows:

“SECURITE” -Repeated3times;

“ALLSTATIONS” orCalledStation -Repeated3times;

“THISIS” -The9digitidentityandthe callsignorotheridentification ofownship;

-Thetextoftheurgency message.

14.7.10 Reception of a safety message

Ships receivinga safetypriorityDSCmessageshouldNOTacknowledgereceiptviaDSCbutshouldtunetheirMF/HForVHFtransceivertothe frequencynominated in theDSCmessageandawaitthevoicemessage.

14.8 hF DSC pROCEDuRES

14.8.1 Introduction

HFDSC isprimarilydesigned for long rangeshiptoshorealerting.HFDSCdistressalertsarenormallydirectedtocoaststations.

TheDSCdistressalertshouldasfaraspossibleincludetheship’slastknownpositionandthetime(inUTC)itwasvalid.Ifthepositionandtimeisnotinsertedautomaticallyfromtheship’snavigationalequipment,itshouldbeinsertedmanually.

TheSOLASregulationsrequireshipsequippedwithHFDSCfacilitiestoalsobeprovidedwithNBDP.

The operator is thus able to choose eitherNBDPor radio–telephone as themode to be used forcommunicationssubsequenttotheDSCalert.

The practicalities of a distress situation dictate that itwouldbefarsimplertocommunicatewithotherstationsusingradiotelephone,ratherthanhavingtotypeonatelexkeyboard.

It is recommended thatAustralianGMDSSvessels fittedwithHFDSC facilities select“J3E”(radiotelephone)asthemodetobeusedforongoingcommunicationswhensettingupadistresspriorityalertontheirDSCcontroller.

14.8.2 Ship to shore distress alertChoice of HF bandAsageneral rule theDSCdistress channel in the8MHzmaritimeband(84l4.5kHz)mayinmanycasesbeanappropriatefirstchoicefordistresstransmissions.

TransmissionoftheDSCdistressalertinmorethanoneHFbandwillnormallyincreasetheprobabilityofsuccessfulreceptionofthealertbycoaststations.

DSCdistressalertsmaybesentonanumberofHFbandsintwodifferentways:

a. Either by transmitting the DSC distress alert on one HF band, and waiting a few minutes for receiving acknowledgment by a coast station; if no acknowledgment is received within 5 min, the process is repeated by transmitting the DSC distress alert on another appropriate HF band etc.; or

b. by transmitting the DSC distress alert on a number of HF bands with none or only very short pauses between the calls, without waiting for acknowledgment between the calls.

Itisrecommendedtofollowprocedurea)inallcases,wheretimepermitstodoso.Thiswillmakeiteasiertochoose the appropriate HF band for commencement of the subsequent communicationwith the coaststationonthecorrespondingradiotelephoneorNBDPdistresschannel.

Transmittingthealert:• TunethetransmittertothechosenHFDSC

distresschannel(4207.5,6312,8414.5,12577or16804.5kHz);

• FollowtheinstructionsforkeyinginorselectionofrelevantinformationontheDSCequipmentkeyboardasdescribedintheMF/VHFsection;

• Selecttheappropriatemodeforsubsequentcommunications;and

• TransmittheDSCdistressalert.

14.8.3 Preparation for the subsequent distress trafficAsHFDSC is primarily a ship–shore alertingtechnique,vesselssendingDSCdistressalertsshouldnormallywaitforaDSCacknowledgmentmessagefroma coast radio stationbefore transmitting theradiotelephoneorNBDPdistresstraffic.

Ifmethodb)describedinSection14.8.2hasbeenusedfortransmissionofDSCdistressalertonanumberofHF bands:• TakeintoaccountinwhichHFband(s)

acknowledgmenthasbeensuccessfullyreceivedfromacoaststation;and

• Ifacknowledgmentshavebeenreceivedonmorethan one HF band, commence the transmission ofdistresstrafficononeofthesebands,butifnoresponseisreceivedfromacoaststationthentheotherbandsshouldbeusedinturn.



14.8.4 Distress traffic via NBDP after the DSC alertTheproceduresdescribedinSection14.7.2areusedwhen thedistress traffic onHF is carried out byradiotelephony.

ThefollowingproceduresshallbeusedincaseswherethedistresstrafficonHFiscarriedoutbyNBDP:

TheForwardErrorCorrection(FEC)modeisnormallyusedunlessspecificallyrequestedtodootherwise.Allmessagesshallbeprecededby–atleastonecarriagereturn–linefeed–onelettershift–thedistresssignalMAYDAY.

The ship in distress should commence the distress NBDPtrafficontheappropriatedistressNBDPtrafficchannelasfollows:

• Carriagereturn,linefeed,lettershift;

• Thedistresssignal“MAYDAY”;

• Thewords“THIS IS”;

• The9-digitidentityandcallsignorotheridentificationoftheship;

• Theship’spositionifnotincludedintheDSCdistressalert;

• Thenatureofdistress;

• Anyotherinformationwhichmightfacilitatetherescue;and

• Theword“OVER”.

14.8.5 Actions on reception of a DSC distress alert on HF from another ship

Acknowledgment of aHFDSCdistress alertbytheuseofaDSCacknowledgmentmessageis normally only made by coast stations on the HFchannels.

ShipsreceivingaDSCdistressalertonHFfromanothershipshallnotacknowledgethealert,butshould:

• WatchforreceptionofaDSCdistressacknowledgmentfromacoaststation.

• Whilewaiting for receptionof theDSCdistressacknowledgmentfromacoaststationprepareforreceptionofthesubsequentdistresscommunicationbytuningtheHFradiocommunicationreceivertotherelevantdistresstrafficchannelinthesameHFbandinwhichtheDSCdistressalertwasreceived,observingthefollowingconditions:– If radiotelephony mode (‘J3E’) was indicated

in the DSC alert, the HF radio communication equipmentshouldbetunedtotheradiotelephonydistresstrafficchannelintheHFbandconcerned;

– If NbDp mode (‘F1b’) was indicated in the DSC alert,theHFradiocommunicationequipmentshouldbe tuned to theNBDPdistress trafficchannel in theHF band concerned. Shipsable todo so should additionallywatch thecorrespondingradiotelephonydistresschannel.

IftheDSCdistressalertwasreceivedonmorethanoneHFbandtheradiocommunicationequipmentshouldbetunedtotherelevantdistresstrafficchannelintheHFbandconsideredthemostsuitable.IftheDSCdistressalertwasreceivedsuccessfullyonthe8MHzbandthisbandmayinmanycasesbeanappropriatefirstchoice.

AlthoughHFDSCdistressrelaysareprimarilyusedbycoaststations.However,ifitappearsthatnocoaststationistakingaction,ashipcanrelayadistressalert inaccordancewithCOMSAR/Circ.25(Figure31).

If a ship hears:– nodistresstrafficbetweentheshipindistress

and a coast station on the radiotelephone or NBDPchannelforthebandinuse,and

– noDSCacknowledgmentmessageisreceivedfrom another ship or coast stationwithin 5min;

ThenashipreceivingaHFDSCdistressalert,should:– transmitaHFDSCdistressalertrelaymessageaddressedtoanappropriateDSC-equippedcoast stationon the same frequencyas theoriginalDSCdistressalert.

– InformthenearestMRCCbywhatevermeansavailable.

If no contactwith a coast station is achievedontheinitialfrequency,selectanothersuitablefrequencyandre-send.

INTHESECIRCUMSTANCESDONOTSENDADSCDISTRESSALERTRELAYMESSAGEADDRESSED TOALL STATIONS – suchmessages serveonly to create congestionandconfusionontheDSCchannels.

14.8.6 Transmission of DSC distress relay alertTune the transmitter to the relevantDSCdistresschannel. Follow the instructions for keying in orselectionofcallformatandrelevantinformationontheDSCequipmentkeyboard.

TransmittheDSCdistressrelayalert.



14.8.7 Acknowledgment of a HF DSC distress relay alert received from a coast stationShipsreceivingaDSCdistressrelayalertfromacoaststationonHF,addressedtoallshipswithinaspecifiedarea,shouldNOTacknowledgethereceiptoftherelayalertbyDSC,butbyradiotelephonyorNBDPonthedistresstrafficchannelinthesamebandinwhichtheDSCdistressrelayalertwasreceived.

Figure 31 summarises the actions to be taken onreceiptofanHFDSCdistressalert.

14.8.8 Urgency messagesTransmission of urgencymessages onHF shouldnormally be addressed either to all shipswithin aspecifiedgeographicalareaortoaspecificcoaststation.

AnnouncementoftheurgencymessageiscarriedoutbytransmissionofaDSCcallwithcategoryurgencyontheappropriateDSCdistresschannel.

The transmissionof theurgencymessage itself onHFiscarriedoutbyradiotelephonyorNBDPontheappropriatedistresstrafficchannelinthesamebandinwhichtheDSCannouncementwastransmitted.

procedure:• Choose the HF band considered the most

appropriate, taking into account theposition oftheshipandtimeoftheday.Inmanycasesthe8MHzbandmaybeanappropriatefirstchoice;

• TunetheHFtransmittertotheDSCdistresschannelinthechosenHFband;

• KeyinorselectcallformatforeithergeographicalareacallorindividualcallontheDSCequipment,asappropriate;

• Inthecaseofanareacall,keyinthespecificationoftherelevantgeographicalarea;

• Followthe instructions forkeying inorselectionof relevant information on theDSC equipmentkeyboard, including type of communication inwhich theurgencymessagewill be transmitted(radiotelephonyorNBDP);

• TransmittheDSCannouncement; If the DSC announcement is addressed to a specific coast

station, wait for DSC acknowledgment from the coast station. If acknowledgment is not received within a few minutes, repeat the DSC call on another HF frequency deemed appropriate.

• Tune theHF transmitter to the distress trafficchannel(telephonyorNBDP)indicatedintheDSCannouncement.

If theurgencymessage is to be transmittedusingradio-telephony, follow theproceduredescribed inSection14.7.7.

14.8.8.1 Urgency DSC by NbDp

IftheurgencymessageistobetransmittedbyNBDP,thefollowingprocedureisused:

• UsetheForwardErrorCorrection(FEC)modeunlessthemessageisaddressedtoasinglestationwhoseNBDPidentitynumberisknown.

• Commencethetelexmessageby:_ Atleastonecarriagereturn,linefeedand

lettershift(usuallyautomatic);_ Theurgencysignal“PANPAN”threetimes;_ Thewords“THIS IS”;_ The9digitidentityoftheshipandthecallsign

orotheridentificationoftheship;and_ Thetextoftheurgencymessage.

AnnouncementandtransmissionofurgencymessagesaddressedtoallHFequippedshipswithinaspecifiedarea may be repeated on a number of HF bands as deemedappropriateintheactualsituation.

14.8.9 Reception of an urgency message

ShipsreceivinganurgentpriorityDSCmessageshouldNOTacknowledgereceiptviaDSCbutshouldtunetheirHFtransceivertothefrequencynominatedintheDSCmessageandawait thevoiceurgencymessage.

14.8.10 Safety messagesTheproceduresfortransmissionandreceptionofDSCsafety announcements and for transmission of the safetymessagearethesameasforurgencymessages,except that:

• IntheDSCannouncement,thecategorySAFETYisused;and

• Inthesafetymessage,thesafetysignal“SECURITE”isusedinsteadoftheurgencysignal“PANPAN”.



CONTACT RCC VIAMOST EFFICIENT

MEDIUM TO OFFERASSISTANCE

ISTHE ALERT

ACKNOWLEDGED ORRELAYED BY

CS AND/OR RCC?

ACTIONS BY SHIPS UPON RECEPTION OFHF DSC DISTRESS ALERT

LISTEN ONASSOCIATED RTF

OR NBDPCHANNEL(S)

FOR 5 MINUTES

NOTE1:Ifitiscleartheshiporpersonsindistressarenotinthevicinityand/orothercraftsarebetterplacedtoassist,superflouscommunicationswhichcouldinterferewithsearchandrescueactivitiesaretobeavoided.Detailsshouldberecordedintheappropriatelogbook.NOTE2:Theshipshouldestablishcommunicationswiththestationcontrollingthedistressasdirectedandrendersuchassistanceasrequiredandappropriate.NOTE3:Distressrelaycallsshouldbeinitiatedmanually.

CS = Coast Station RCC = Rescue Coordination Centre

ISDISTRESS

COMMUNICATIONIN PROGRESS ONASSOCIATED RTF

CHANNELS?

ISOWN VESSEL

ABLE TOASSIST?

TRANSMITDISTRESS RELAY

ON HF TOCOAST STATION

AND INFORM RCC

RESET SYSTEM

ENTER DETAILSIN LOG

HF DSC RTF AND NBDPCHANNELS (kHz) DSC

4207.56312.08414.5

12577.016804.5

RTF412562158291

1229016420

NBDP4177.5

62688376.51252016695

COMSAR/Circ.25

HF DSCDISTRESS ALERT

IS RECEIVED

NO

NO

NO

YES YES

Figure 31 - Action on receipt of an HF DSC distress alert



14.9 DSC, NbDp AND R/T DISTRESS AND SAFETy ShORE FACIlITIES IN AuSTRAlIA

14.9.1 IntroductionTerrestrialGMDSS radio services areprovidedonbehalf of the Australian Maritime Safety Authority byKordiaSolutionsPtyLtd.TheseDigitalSelectiveCalling (DSC) stations are located inCharleville,Queensland (26 19.50S, 146 15.49E) andWiluna,WesternAustralia(2620.27S,12033.24E)(seeFigure7onpage14).

14.9.2 DSC WatchkeepingThe Charleville andWiluna stationsmaintaincontinuouswatch on the 4, 6, 8, 12 and 16MHzDSCdistress and safety channels, however voicefrequenciesarenotmonitored.

14.9.3 NBDP workingTheCharlevilleandWilunastationsareequippedforoperationonanyofthe4,6,8,12and16MHzNBDPdistressandsafetychannels.

14.10 RADIOTElEphONy COMMuNICATIONS WITh NON-GMDSS ShIp STATIONS

14.10.1 ProceduresThe following radiotelephonyproceduresareusedwhencommunicatingwithnon–GMDSSvesselson 2182kHz.TheyarealsousedwhencommunicatingwithotherGMDSSvesselsonanyoftheradiotelephonydistresschannelssubsequenttoaDSCdistressalert.

14.10.2 Distress message acknowledgmentNon–GMDSSvesselswilluse thevoiceproceduresoutlinedinSection14.7.2tosenddistressmessages.

ThevoiceproceduresoutlinedinSection14.7.3mustbeusedtoacknowledgethecall.

Ships receiving a voiceMAYDAYmessage fromanothershipshoulddeferacknowledgmentforashortinterval,iftheshipiswithinanareacoveredbyoneormorecoaststations,inordertogivethecoaststationtimetoacknowledgethedistressmessagefirst.

14.10.3 Distress trafficDistresstrafficconsistsofallcommunicationsrelatingtotheimmediateassistancerequiredbytheshipindistress, includingsearchandrescueandon–scenecommunications.

ThedistresssignalMAYDAYmustbeusedatthebeginningof eachmessageduring radiotelephonydistresstraffic.

14.10.4 Control of distress trafficThecontrolofdistresstrafficistheresponsibilityoftheshipindistress.However,thisstationmaydelegatethecontrolofdistresstraffictoashiporcoaststation.

The ship in distress or the station in control of distress traffic may impose silence on any or all stations interferingwithdistress trafficby sendingthe instruction:

SEELONCE MAYDAY

This instruction must not be used by any station other than the ship indistress, or the station controllingdistresstraffic.

Anystationwhichhasknowledgeofdistresstraffic and cannotprovide assistance shouldcontinuetomonitorthetrafficuntilsuchtimethatitisobviousassistanceisbeingprovided.

14.10.5 Resumption of normal workingWhendistresstraffichasceasedonafrequencywhichhasbeenusedfordistresstraffic,thestationwhichhasbeencontrollingthattrafficmusttransmitamessageaddressed to all stations indicating that normalworkingmayberesumed.

Themessagetakesthefollowingform:

• ThedistresssignalMAYDAY;

• ThewordsALLSTATIONS,spokenthreetimes;

• ThewordsTHISIS;

• Thenameandcallsignofthestationsendingthemessage,spoken3times;

• Thetimethemessageoriginated;

• TheMMSI(iftheinitialalerthasbeensentbyDSC),thenameandcallsignofthemobilestationwhichwasindistress;and

• ThewordsSEELONCEFEENEE.



14.10.6 Transmission of a distress message by a station not Itself in distressThisissometimesreferredtoasDROBOSE(distressrelayonbehalfofsomeoneelse).

Astationinthemobileormobile-satelliteservicewhichlearns that a mobile unit is in distress (for example, by aradiocallorbyobservation)shallinitiateadistressalert relay or a distress call relay on behalf of the mobile unit in distress once it has ascertained that any of the followingcircumstanceapply:

• Onreceivingadistressalertorcallwhichisnotacknowledgedbyacoaststationoranothervesselwithin5min;and

• Onlearningthatthemobileunitindistressisotherwiseunableorincapableofparticipatingindistress communications, if the master or other person responsible for the mobile unit not in distressconsidersthatfurtherhelpisnecessary.

A station transmitting a distress alert relay inaccordancewiththeaboveshallindicatethatitisnotitselfindistress.

Whenanauralwatchisbeingmaintainedonshoreand reliable ship-to-shore communications canbeestablished by radiotelephony, a distress call relay is sentbyradiotelephonyandaddressedtotherelevantcoast station or rescue coordination centre on the appropriatefrequency.

The distress call relay sent by radiotelephony should begiveninthefollowingform:

• ThedistresssignalMAYDAYRELAY,spokenthreetimes;

• ALLSTATIONSorcoaststationname,asappropriate,spokenthreetimes;

• ThewordsTHISIS;

• Thenameoftherelayingstation,spokenthreetimes;

• Thecallsignorotheridentificationoftherelayingstation;

• TheMMSI(iftheinitialalerthasbeensentbyDSC)oftherelayingstation(thevesselnotindistress)

This call shall be followedby a distressmessagewhichshall,asfaraspossible,repeattheinformationcontained in the original distress alert of distressmessage.

Ifthestationindistresscannotbeidentified,thenitwillbenecessarytooriginatethedistressmessageaswell,using,forexample,termssuchas“Unidentifiedtrawler”torefertothemobileunitindistress.

Whennoauralwatch isbeingmaintainedonshore,or thereareotherdifficulties inestablishing reliableship-to-shorecommunicationsbyradiotelephony,anappropriatecoaststationorRCCmaybecontactedbysendingan individualdistressalertrelay,addressedsolely to that stationandusing theappropriate callformats.

Note: In the event of continued failure to contact a coast station or RCC directly, it may be appropriate to send a distress call relay by radiotelephony addressed to all ships, or to all ships in a certain geographical area.

Exampleofamessagetransmittedbyashipstationonbehalfofanothervessel(theoriginaldistressmessagefromSection14.7.2isusedinthisexample):

DistressSignalrelay(x3) MAYDAYRELAY MAYDAYRELAY MAYDAYRELAY

Thewords‘allstations’(orcoast ALL STATIONS stationasappropriate)(x3) ALL STATIONS ALL STATIONS

Thewords‘thisis’ THIS IS

Nameofacknowledging LAKEBARRINE station(x3) LAKEBARRINE LAKEBARRINE

Callsignorotheridentification VLLB

MMSI 503543000

DistressSignal MAYDAY

Nameofvesselindistress WILTSHIRE


MMSI (station in distress) 503123000

POSITION5MILES EASTOFGREENCAPE ONFIREOUTOF CONTROLVESSELISA GASTANKERCREW TAKINGTOLIFEBOATS

Tosignifyendofmessage OVER”

AshipshouldnotacknowledgereceiptofaMaydayrelaymessagetransmittedbyacoaststationunlessdefinitelyinapositiontoprovideassistance.

14.10.7 Urgency and safety proceduresNon-GMDSSvesselssendinganUrgencyorSafetymessagewilluse thevoiceproceduresoutlined inSections14.7.7and14.7.9.



14.11 pROTECTION OF DISTRESS FREquENCIES

14.11.1 General

Any emission capable of causing harmfulinterference to distress urgency or safetycommunicationsonanyoftheMFHFandVHFradiotelephoneDSCandNBDPdistress andsafety channels is prohibited by the ITU Radio Regulations.

Thisincludesbothdeliberateinterference(jamming)and improper use of the frequencies, such asprolonged routine trafficbetween ships and coaststationsondistresschannels.

The transmission of false or deceptivedistress, urgencyor safety signals is strictlyforbidden. Extremely severe penalties,including imprisonment, exist under theRadio communications andNavigationActsforanypersonfoundguiltyofmakingsuchatransmission.

Unnecessary conversations, non-essential remarksandallprofaneorobscenewordsareforbidden.Testtransmissionsondistress frequencies shallbekepttoaminimum,andwhereverpracticablebecarriedoutusingartificialantennasorwithreducedpower.

14.11.2 Avoiding interferenceOperatorsshouldtakeeveryprecautiontoensurethattheirtransmissionswillnotcauseharmfulinterferencetootherstations.Itisimportantthatalloperators:

• Whenusingterrestrialcommunications,listenonthefrequencybeforetransmitting;

• Wherepossible,usetheminimumpowernecessaryforreliablecommunications;

• Strictlyobservethepurposeforwhichafrequencyisallocated;and

• Keeptestsignalstoaminimum.

14.11.3 Guard bandsThe ITU Radio Regulations establishaguardbandeithersideofthe2MHzradiotelephonydistressfrequencyof2182kHz.Thisbandextendsfrom2173.5–2190.5kHz.Transmissiononanyfrequencyexcept2177kHz,2189.5kHz,2182kHz,2187.5kHz(DSC)and2174.5kHz(NBDP)withinthisbandisprohibited.

14.11.4 Silence periodsIn order to increase the safety of life at sea, stations of themaritimemobileservicenormallykeepingwatchonthefrequenciesintheauthorizedbandsbetween1605kHzand2850kHz,shouldkeepwatchontheinternationaldistressfrequency2182kHzfor3mintwice eachhourbeginningon thehour andat thehalfhour.

With the exception of distress traffic all transmissionsmustceaseduringsilenceperiods.

TheIMOhasdecidedforGMDSSvesselsthatlistening watches are no longer mandatory on 2 182kHz, andsilenceperiodsarenotpartoftheGMDSS.

Thesilenceperiodprovisionceasedtobemandatorywithin the ITURadio Regulations from1February1999,howeverthosestationsthatstillmaintainvoicewatchkeepingareurgedtoobservesilenceperiods.

14.11.5 Safety callingThedistress,urgencyandsafetyfrequencies12290kHz and 16 420kHz shouldbeused fordistress,urgency and safety communications, and safety-relatedcallingtoandfromrescuecentresonly,whichincludes radio checks,providedof course, thatnodistress,urgencyorsafetytrafficisinprogress.Thealternativefrequenciesof12359kHzand16537kHzshouldbeusedforroutinecalling.Thisnewrulecameintoforceon1January2004worldwide.

14.12 MEDICAl TRANSpORTS

Theterm“medicaltransports”,asdefinedinthe1949 Geneva Conventions and Additional Protocols, refers to anymeansof transportationby land,wateror air,whethermilitaryorcivilian,permanentortemporary,assignedexclusively tomedical transportationandunder the control of a competent authority of a party toaconflictorofneutralStatesandofotherStatesnotparties toanarmedconflict,when these ships,craft andaircraft assist thewounded, the sickandtheshipwrecked.

ITU Radio RegulationsNo.33statesthatforthepurposeofannouncingandidentifyingmedicaltransports,thefollowingprocedureisused:

Theurgencysignalshallbefollowedbytheadditionof the singlewordMAY-DEE-CALpronouncedas



in French “médical”, in radiotelephony, or by theadditionofthesinglewordMEDICALinnarrow-banddirect-printing.

Theuseofthesignalindicatesthatthemessagewhichfollowsconcernsaprotectedmedicaltransport.

Themessageshallconveythefollowingdata:

• Callsignorotherrecognizedmeansofidentificationofthemedicaltransport;

• Positionofthemedicaltransport;

• Numberandtypeofvehiclesinthemedicaltransport;

• Intendedroute;

• Estimatedtimeenrouteandofdepartureandarrival,asappropriate;and

• Anyotherinformation,suchasflightaltitude,radiofrequenciesguarded,languagesusedandsecondarysurveillanceradarmodesandcodes.

Theuseofradiocommunicationsforannouncingandidentifyingmedicaltransportsisoptional;however,if they are used, the provisions of the ITURadio Regulationsshallapply.

When usingDSC forMedical Transports on theappropriateDSCDistressandSafetyfrequencyshallalwaysbeaddressedtoallstationsonVHFandtoaspecifiedgeographicalareaonMFandHFandshallindicate“MedicalTransport”inaccordancewiththemost recent versions ofRecommendations ITU-RM.493andM.541.

14.13 RADIOMEDICAl ADvICE

The InternationalConventiononMaritimeSearchandRescue1979requirespartiestotheConventiontoprovide(amongotherthings)onrequest,medicaladvice, initialmedical assistanceandMEDEVACS.Australia, throughRCCAustralia provides theseservices in theAustraliansearchandrescueregion(SRR).

Terms suchas ‘seekRadiomedicalAdvice’ appearfrequently in shipboard publications such asthe Shipmasters Medical Guide. Communicationsconcerningmedicaladvicemaybeprecededbytheurgency signal.Mobile stations requiringmedicaladvicemayobtainitthroughanyofthelandstationsshownintheList of Coast Stations and Special Service Stations, and suitable stations listed in the Admiralty List of Radio Signals(Volume1).

InAustralia, thearrangements for seekingmedicaladvice via SpecialAccessCodes using InmarsatGMDSSequipmentaredescribedinAppendix3 inthisHandbook,andinitiallymaybetoaserviceintheNetherlands,whichmaythenreferbacktoRCCAustralia,ifappropriate.ThesearepartofTelemedicalMaritimeAdvice Services (TMAS) provided byAMSA. In the case ofurgent radiomedical adviceviaHFDSCtoRCCAustralia,callsareconnectedtoCareflight(Queensland).

rCC Australia contact detailsRescueCoordinationCentre(RCC)24hemergencycontacttelephonenumbers:Maritime(Australiancaller)1800641792Maritime(Internationalcaller)+61262306811MMSI:005030001

GMDSS operators should be familiar with themedical proforma checklists contained in the InternationalCodeof Signals (INTERCO) and theMedicalFirstAidGuide(MFAG)oftheInternationalMaritimeDangerousGoods (IMDG)Code. Thesemayprove invaluable in conducting radiomedicalcommunications, as may the medical section of the InternationalCodeofSignals.

Another overseas agency, the InternationalRadioMedicalCentre(CIRM),sometimesknownas‘RomaRadio’providesfreeradiomedicaladvice.ThisserviceisheadquarteredinRome,Italy.For details, refer to www.cirm.it/eng/index_eng.html

Inaddition, thereareprivate companiesprovidingcompletemedical services for ships at sea,whichinclude24/7 radiomedical adviceandcanarrangeother services.An example isMedlink’sMedicalAdvisorySystems (MedAireLtd).Fordetails, refertowww.medaire.com

14.14 MARITIME ASSISTANCE SERvICESA number of international conventions requirenotifications,reportsandconsultationsarisingfromship operations. Thismay include loss of cargo,accidentaldischargeofoil,rescueofthoseonboard,forexample.Toassistinhandlingthesesituations,theestablishmentofaMaritimeAssistanceService(MAS)isrecommendedbyIMO.InAustralia,MASservicesareprovidedbyAMSA,whomaybecontactedviaInmarsat-CSAC39,orviaRCCAustralia(Canberra)


14.GMDSS distress urgency and safety communications procedures

viatelephone1800641792(Australiancaller),or+61262306811(Internationalcaller).

The role of the MAS includes:

• receivingthereports,consultationsandnotificationsrequiredbytheIMO;

• monitoringtheship’ssituationifareport,discloses an incident that may cause the ship to beinneedofassistance;

• servingasthepointofcontactbetweenthemasterandthecoastalStateconcerned,iftheship’ssituationrequiresexchangesofinformationbetweentheshipandthecoastalStatebutisnotadistress situation that could lead to a search and rescueoperation;and

• servingasthepointofcontactbetweenthoseinvolvedinamarinesalvageoperationundertakenbyprivatefacilitiesattherequestofpartieshavingalegitimateinterestintheshipandthe coastal State, if the coastal State concerned decides that it should monitor all phases of the operation.


ROuTINE TESTING15This chapter provides guidance on routine testing procedures to be followed by operators of GMDSS ship stations.

15.1 GENERAl REquIREMENTS

The routine testing requirements forAustralianGMDSSvessels are contained in SectionDof theAMSAGMDSSRadioLog(includedinAppendix11).

SectionDoftheAMSAGMDSSRadioLogspecifiesminimumtesting.Underaship’sInternationalSafetyManagement(ISM)system,morefrequenttestingmaybecarriedout-withtheexceptionofMF/HFDSC,whichshouldberestrictedtoonceperweek.

15.2 vhF DSC SySTEMS

ItisrecommendedintheSTCW95Code,SectionB–VIII/2thatVHFDSCsystemsbetesteddailyusingthebuilt–intestfacility.

15.2.1 VHF DSC test proceduresVHFDSC canbe testedby selectively calling theduplicatesetonone’sownvessel,preferablyusingthelowerpowersetting.Byensuringthattheautomaticacknowledgementfacilityisenabled,bothsetscanbetestedwithasinglecall.

In some countries (but not in Australia), automatic test facilitiesareavailable,inasimilarwaytoHFDSCinAustralia,bysendingtoaspecificMMSItoobtainanautomatedresponse(e.g.UnitedStatesCoastGuardMMSI003669999).Aroutineselectivecalltoanotherstationcanalsobeused.

15.3 MF/hF DSC SySTEMS

15.3.1 IntroductionThe InternationalMaritimeOrganization (IMO)recommendsthatshipsregularlytesttheirDSCsystemwithacoaststation,forbothsystemverificationandoperator familiarisation, and this is also requiredassetoutintheGMDSSRadioLogSectionD.Toachievethis,livetestingonDSCdistressandsafetyfrequencieswithcoaststationsshouldbelimitedtoonceaweek. RefertoCOMSAR/Circ.35.ITUregulationsspecifythattheDSCfrequenciesarereservedforDistressandSafety

trafficonly.ItisthereforenotpossibletouseaROUTINEprioritycallonthesechannelsforsystemverification.

TheIMO,recognisingtheneedforameansoftestingtheDSCsystemwithouteitherinitiatingacommercialcall (ROUTINEpriority)orgeneratinga falsealarm,haveintroducedaspecial“TEST”call,whichenablesasafetyprioritymessagetobegeneratedbyavesselandautomatically acknowledgedbya suitably equippedcoaststation.

TheDSC installations atCanberra provide fullyautomatictestingfacilitiesonallHFchannels.

Ship’sDSCsystemsmaybetestedwithCanberraonanyoftheDSCdistressandsafetychannelsbetween 4and16MHz.Thefrequencyusedfortestingshouldbedeterminedbyyourvesselslocationandtimeofday.

15.3.2 Frequency for DSC test callsThefollowingDSCchannels(inkHz)andstationsaresuggestedasaguidefortheappropriatefrequencytobeusedfortestcallsfromvariouslocationsontheAustraliancoast.• BassStraitvessels: DAY12577or16804.5 NIGHT4207.5or6312• Vesselstradingontheeasterncoastandtrans-

Tasman: DAY12577or16804.5 NIGHT4207.5,6312or8414.5• VesselstradingtoremotepartsofAustralia

(across the Great Australian bight, the north west coast, northern Qld and NT waters):

DAY12577or16804.5 NIGHT4207.5,6312or8414.5.Ifnoresponseisobservedwithin5min,tryagainonanotherDSCchannel,oruseanotherstation in theGlobalMaritimeDistressandSafetySystem.

15.4 INMARSAT-C EquIpMENTEach Inmarsat-C systemmust be tested at leastonceby aGMDSSoperatorduring thepassageoftheshipbetweeneachportatwhichtheshipcalls,by communicatingwitha coast earth station.Thiscommunication may be in the form of transmission ofroutinecommercialtrafficorInformationReportstoRCCAustralia,etc.


15. Routine testing

15.5 EMERGENCy RADIO bATTERIESOnce a month, a full examination of each battery, cell bycellincludingmeasurementofthespecificgravitymustbemade,andareportonthegeneralconditionentered, cell by cell, in the appropriate section of the radio logbook.Moredetailsonbattery testingandmaintenanceproceduresmaybefoundinChapter16.

15.6 406 MhZ EpIRbS406MHzEPIRBsaretobephysicallyexaminedandtheself-testfunctionchecked,atleastoncepermonth.

Note: Somemanufacturers recommendusing theTESTfunctionsparinglytomaintainthebatterylife.Testingthereforeshouldbedoneinaccordancewiththemanufacturer’susermanual.

15.7 SARTSSArTs are to be physical examined, but are not requiredtobetestedroutinely.AMSArecommendsnotperformingany‘self-test’whilstatsea,andifinport, theportauthority shouldbeadvisedprior toactivation.SomeSART’s“self-test”isinfactalivetest,andinspectionoftheSART’smanufacturer’smanualwillclarifythis.

ShouldaSARTtestberequiredforsomeover-ridingreasonatsea,theshipshouldcheckits3cmradartoseeifanyvesselsareintherangefirst.AsafetypriorityVHFDSCannouncementshouldthenbemadepriortoactivatinganyliveactivationoftheSARTwhilstatsea.TheSARTneedonlybeactiveforonly2or3sweepsoftheradar.

15.8 AIS-SARTSAMSArecommends testingofAIS-SARTsbedonesparingly,inordertoprolongbatterylife,avoidmis-activation and confusion. If testing is required inport, the port authorities should be informed prior to activation.Successfultestactivationwillbeevidentontheship’sAISunitanddevicesacceptingAISdatalikeradarsandECDISdisplays.TheAIS-SARTtargetwilldisplaythetext‘SARTTEST’.

In theunlikely event of theAISdisplay showing‘SARTACTIVE’theAIS-SARTmustbeimmediatelyswitched off, and an ‘All Stations’ safetyprioritymessagebroadcastviaDSC/VHFCH.16advisingoftheinadvertentactivation.

PhysicallyexamineanAIS-SARTatleastonceamonthto check:

• Thereisnoobviousphysicaldamage;

• Thebatteryexpirydate;

• TheMMSIlabelislegible;and

• Toensurethesupportcradleisintact.

15.9 SuMMARy OF ROuTINE TESTING

Equipment Required routine test requirements

VHF DSC Daily with built-in test equipment (without radiating signals)

VHF R/T Tested by operational use

MF/HF DSC

Daily: with built-in test equipment (without radiating signals)

Weekly: live test call with a Maritime Communications Station. If not in range, a test call is to be carried out when next in range.

GMDSS Inmarsat terminal/s Tested by operational use

Table 9 - Summary of Routine Testing – Equipment

Survival Craft Equipment

Handheld VHF

Once/month on channel other than Ch.16, unless transceiver is of the sealed type, in which case it becomes impractical.

406 MHz EPIRB

Physically examined at least once/month and self-test1

AIS-SART Physically examined at least once/month

X-band SART

Physically examined at least once/month

GMDSS Reserve Source of Energy

GMDSS Batteries

Monthly: Non-sealed wet cells – a full examination of each battery, cell by cell must be made, and report on the general condition entered, cell by cell in Annex 2 of the GMDSS Radio Log.

For other types of cells, a visual inspection is required and report on the general condition entered, and replacement when manufacturer recommends.

Non-battery (e.g. motor generator)

Weekly test

Other batteries

Daily test, or in the case of UPS batteries, in accordance with the UPS manufacturer’s recommendations

1Testing to be done in accordance with the manufacturer’s user manual.

Table 10 - Summary of routine testing – survival craft equipment


15. Routine testing

CommunicationsEquipment

VHF DSC X

VHF R/T tested by operational use X

MF/HF DSC self-test performed X

MF/HF DSC test call performed X

GMDSS Inmarsat terminal/s tested by operational use

X

Survival Craft Equipment

Handheld VHF transceiver tested X

406 MHz EPIRB examined and self-test2 X

AIS-SART examined X

X-band SART examined X

GMDSSReserveSourceofEnergy

GMDSS batteries – tested3 X

GMDSS battery - full examination X

Non-battery (e.g. motor generator) - tested X

Other batteries – tested X

2Testing to be done in accordance with the manufacturer’s user manual. 3Note: Inspection of the automatic battery charger (see Section 3.6.3) indications satisfies this requirement.

Table 11 - Summary of routine testing - communications equipment


bATTERy MAINTENANCE16This chapter provides guidance on the procedures to be followed for basic maintenance of battery systems fittedtoGMDSSshipstations.

16.1 bATTERy REquIREMENTS

16.1.1 Reserve power sourceAsdescribedinChapter3,Section3.6,areservesourceofenergymustbeprovidedoneveryGMDSSshiptosupplyGMDSSradioequipment in theeventoffailureoftheship’smainandemergencysourcesofelectricalpower.

Dependingonthetypeandspecificationsoftheship’semergencygenerator, the reserve sourceof energymustbeofsufficientcapacitytopowertheGMDSSequipmentforeither1hor6h.Vesselsnotcarryinganapprovedemergencygeneratormustprovideareservesourcewithacapacityof6h.

Rechargeable accumulator batteries are themostconvenient and efficientmeans of providing therequiredreservesource.

16.2 TypES OF bATTERy

16.2.1 Lead acid and nickel cadmium cellsThetwotypesofbatterylikelytobeusedonshipsasthereservesourceofenergyarelead–acidcellsand,lessfrequently,nickelcadmiumalkalinecells.

Bothhavetheirowncharacteristicsandmaintenanceneeds.

Leadacid andalkaline cellsmustneverbeplacedtogether in the same lockerorbatterybox.Seriousshorteningoftheusefullifeofbothwillresult.

16.3 lEAD-ACID CEllS

16.3.1 ConstructionA combination of lead and lead peroxide plates andthesulphuricacidintheelectrolyte(theliquidcontainedinthecell)producesavoltagedifferencebetweentheplateswhichcausesacurrenttoflow.

When the acid in the electrolyte, or the material in theplates isusedup, thevoltageno longer existsandcurrentcannotflow.Atthispointthecellcanbeconsidereddischargedor“flat”.

Thissituationisreversiblebypassingacurrentintheoppositedirection.Thisprocessreversesthechemicalreactionsinthecellandisknownascharging.

Lead–acidcellshaveanominalvoltageof2volts(V)percell, regardlessof size.Largercellswill supplyhighercurrentsthansmallercells,orthesamecurrentfor longerperiods.Theabilityof a cell toproducecurrentforaperiodoftimeisknownasitscapacityandisusuallymeasuredinampere–hours(Ah).

16.3.2 Connection of lead-acid cellsCellsmaybeconnectedinseries(thatis,thepositiveterminal of one cell to the negative terminal ofthe next), to provide higher voltages. Three cellsconnectedinserieswillgivea“battery”of3x2V=6V;sixcellsconnectedinserieswillgivea“battery”of6x2V=12V.

Mostmodern lead–acid batteries are supplied in6 or 12volt combinations andmay themselvesbeconnected in series toprovide the requiredoutputvoltage.

Lead acid cells used for communications purposes aboard ships are usually connected in a 24 voltcombination;thatis,four6voltortwo12voltbatteriesinseries.

Connection of lead–acid cells inparallel, (that is,thepositive terminal topositive terminal,negativeterminal to negative terminal),will produce thesame output voltage as a single battery but thecapacitywillhavebeenincreased.Forexample,two12voltbatterieseachwithacapacityof60Ah,whenconnectedinparallelwillprovideanoutputvoltageof12voltwithacapacityof120Ah.

16.4 CARE AND MAINTENANCE OF lEAD-ACID bATTERIES

16.4.1 Essential maintenanceIf batteries are to provide adequate performancein the event of an emergency, regular and carefulmaintenanceisrequired.

Abattery’sservicelifealsodependsonthemannerinwhichitistreated.


16. Battery maintenance

To ensure the best performance from a battery it is important that it:

• Iskeptclean,dryandfreefromterminalcorrosion;

• Hastheelectrolytekeptatthecorrectlevel;and

• Iskeptcorrectlycharged.

16.4.2 Battery cleanlinessAbatterymustbekeptclean.Adirtybatterymayholdspiltelectrolyteonitssurfacetherebyprovidingapathforelectricalcurrenttoleakaway.Itisimportanttokeep the outside surfaces of a battery dry and free ofcontamination,inparticulardustfromcargoesofmetallicores.

Corrosionformingonterminalclampsmayseriouslyaffect,orevenprevent, theabilityof thebattery tosupply current.Corrosionwill be evident by theformation of awhite–greenpowder between thebattery terminals and the terminal clamps. In thissituation,theterminalclampshouldberemoved,andbothitandtheterminalpostcleaned.

Tominimise the likelihood of corrosion forming,terminalpostsandclampsshouldbelightlysmearedwithpetroleumjelly.

16.4.3 Electrolyte levelThelevelofelectrolyteinsideabatteryisimportant.As a result of the chemical action inside a battery, waterislost.Thismustbereplacedwithdistilledordemineralisedwater.

Seawater must not be used to top up batteries.

Theleveloftheelectrolyteshouldbemaintainedatapproximately 10mm (3/8 inch) above theplatesunlessotherwisespecifiedbythemanufacturer.

If the electrolyte level is toohigh, itmayoverflowduring chargingprovidinganunwanteddischargepath.Iftheelectrolyteistoolow,theplatesareexposedtoairandpermanentdamageandlossofcapacitymayresult.Itmaybenoticedthatmorefrequenttopping–upisrequiredbyabatterythatisnearingtheendofitsusefullife.

Lowmaintenancebatterieswill require infrequenttopping–up.Maintenance–freebatteriesmayrequirenoneatall.

16.4.4 Correct chargingToprovidethebestservice,abatterymustbecorrectlycharged.Overchargingandunderchargingcanbothseriouslyaffectitsperformance.

The automatic charging facilitiesfitted toGMDSSvesselsshouldensurethatthebatteriesareprovidedwith an optimumamount of charge at all times.However,regularmonthlyspecificgravityreadingsmust be taken and recorded in the radio logbooktoensure correct functioningof the chargerand tomonitorbatterycondition.

16.4.5 Measuring the specific gravity of cellsThe specific gravity of the electrolyte variesproportionallywith the amount of charge in thebattery.Itishighestwhenthebatteryisfullycharged,and lowestwhen thebattery is fullydischargedor“flat”.Itfollowsthattheamountofchargeinabatterycanbedeterminedbymeasuringthespecificgravityoftheelectrolyte.

A simple instrument called a hydrometer is used to measurespecificgravity.

Ingeneral, for a fully chargedbattery, the specificgravityshouldmeasureabout1250.Halfchargewillbeindicatedbyareadingof1200,andfullydischargedby1140.Allcellsinabatterybankshouldindicatea similar specificgravity.Avariationofmore than25pointswill indicatea faultycelland thebatteryshouldbereplaced.

Due to differences inmanufacturing techniques,specificgravitiesmayvary slightly frombrand tobrand.Themanufacturer’sspecificationsshouldbeconsultedformoreprecisevalues.

Thetemperatureoftheelectrolytewillaffectspecificgravity readings.Manufacturersnormallyprovidespecificationsattheindustrystandardof25ºC,anda correction should be applied if the temperature is significantlyaboveorbelowthisvalue.

Two specific gravity points should be added foreach three degrees above 25ºC, and two pointssubtractedforeachthreedegreesbelow.Forexampleahydrometerreadingof1250at40ºC,whencorrected,givesanactual specificgravityof1236, indicatingthat rather thanbeing fully charged, thebattery isapproximately86%charged.

Specific gravity readings should not be takenimmediately after topping–upa cell as the addedwaterwillfloattowardsthetopofthecellandgivea false reading.Charging for 30minormoreaftertopping–upwillmixtheelectrolyteandallowaccuratereadings.

Batterieswhichhave cellswhere specific gravityreadingsfailtorise,orrespondpoorlytoadequatechargingshouldbereplacedwithoutdelay.



16.4.6 Measuring the on-load terminal voltageMeasurementoftheon–load(thatis,whenthebatteryis supplyinga reasonablyheavy current) terminalvoltagewillalsoprovideanindicationoftheamountofchargeinabattery.

For a 24 V battery bank, the terminal voltageshouldnot fallbelowapproximately22.8Vduringtransmissions. If thevoltagedoes fall significantlybelowthisvalue,thebatteryrequirescharging.

If,aftercharging,theon–loadterminalvoltagestillfallssignificantlybelow22.8V,itisanindicationofafaultycell.

Measuringtheoff–load(thatis,whenthebatteryisidleoronlysupplyingcurrenttoareceiver)terminalvoltageofabatteryisapoorindicationofitscondition.

16.4.7 Loss of capacityAbatterywillsufferagraduallossofcapacityduringits life.This is inevitableandthebatteryshouldbereplacedwhenthecapacitylossbecomessignificant.

Many lead–acidbatterieshaveacommercial lifeofonlytwotothreeyears.

However,theusefullifeofabatterycanbeconsiderablyshortened by:

• Operatingthebatteryinalowstateofchargeforlongperiods;

• Allowingabatterytostandinadischargedstateforlongperiods;

• Leavingachargedbatteryforlongperiodswithoutperiodicdischarging;and

• Overcharging.

16.5 AlKAlINE bATTERIES

16.5.1 ConstructionTheventedalkalinebatteriesusedaboardshipsforradiocommunications purposes use a combination ofnickelhydrateandcadmiumoxideplateswithanelectrolyteofpotassiumhydroxide.Theyareoftenreferredtoasnickelcadmiumor‘nicad’batteries.

Whilstinitiallyconsiderablymoreexpensive,nickelcadmiumbatteries have a number of advantagesoverlead–acidbatteries.Theircommerciallifemaybemanytimesthatoflead–acidbatteries.

Individual nickel cadmium cells have a terminalvoltageof1.2Vandmaybeconnectedina“battery”toprovidetherequiredoutputvoltage.

Cellsshouldberegardedasfullydischargedwhenanon–loadterminalvoltageof1.1Visreached.

16.5.2 Specific gravity of alkaline batteriesThe specific gravity of the electrolyte in a nickelcadmium battery does not vary during charge/dischargecyclesandcannotbeusedasanindicationofitsstateofcharge.

Specificgravityshouldnormallybeintherange1190to1250.However,itwillgraduallyfallasthecellsage.

Theelectrolyte shouldbe replacedonce its specificgravity falls tobelowabout 1 160.Manufacturer’sspecificationsshouldbeconsultedforamoreprecisevalue.

16.5.3 Electrolyte level of alkaline batteriesAswithlead–acidbatteries,nickelcadmiumbatteriesusewaterduring the charge/discharge cycle andperiodictopping–upwithdistilledordemineralisedwaterwillbenecessary.

Forbatteriesonacontinuouslowratecharge(suchasmightbethecasewithreservesourcebatteriesonGMDSS ships), itmaynotbenecessary to top–upmorefrequentlythanonceeveryfourtosixmonths.

Where batteries are being regularly used andrecharged, topping–upwill be necessarymorefrequently.

Therateatwhichwaterislostfromabatteryisagoodguidetowhetheritisbeingcorrectlycharged.

Averyhighconsumptionofwaterprobablyindicatesthat batteries arebeingovercharged.Azerowaterconsumptionprobably indicates that charging isinsufficient.

Providing correct electrolyte levels aremaintained,ventednickelcadmiumbatterieswillnotbedamagedbymoderateovercharging.

16.5.4 Basic maintenanceNickel cadmium batteries must be kept clean, dry andcorrectlytopped–up.Terminalsandconnectorsshouldbekeptlightlysmearedwithpetroleumjelly.

Nickelcadmiumbatteriesaremoretolerantofless–than–idealmaintenancethanlead–acidbatteriesandmaybeleftinadischargedconditionforlongperiodswithoutdamage.



16.6 bATTERy hAZARDS

16.6.1 Hazards associated with lead acid and nickel cadmium batteriesThere are twohazards associatedwith both leadacid and nickel cadmium batteries that users must beawareof:

• Theriskofexplosion;and

• Theriskofchemicalburns.

Asa resultof the chemicalprocessoccurringwiththecellsofbothtypesofbatteriesduringcharging,hydrogengas is produced.Whenmixedwith air,thiscanformahighlyexplosivemixturewhichcanbe ignitedbyanakedflame, lightedcigarette,oraspark.Thesparkcausedbybreakingormakinganelectricalconnectioninthevicinityofacharging,orrecently charging,battery is sufficient to ignite thehydrogen–airmixture.

Ifusingmetaltoolstoworkonbatteryconnections,extreme care must be taken to ensure that terminals arenotshort-circuited.

The electrolyte in a lead–acidbattery is sulphuricacid and in a nickel cadmium battery, potassium hydroxide.

Botharesufficientlyconcentratedtocausedamagetoeyes,skinorclothesifsplitorsplashed.Particularcareshouldbetakenwithpotassiumhydroxidesolutionwhichishighlycausticandwillburnoncontact.

Immediate and prolonged application ofrunningfreshwaterwillminimisetheeffectofcontactwithboth typesofbatteryelectrolyte.Medicaladvicemustbesoughtimmediatelyforburnstotheeye.

Itisstronglyrecommendedthatsafetygoggles,glovesand a boiler suit arewornduring routine batterymaintenance.

batteries must not be topped up whilst oncharge.

16.6.2 Battery CompartmentsBatterylockersorcompartmentsshouldbeprovidedwithadequateventilation toallow thedispersalofhydrogen gas (lighter than air) producedduringcharging.Theymustbewellventilatedpriortoanyworkbeingcarriedoutonthebatteries.

Ifinuse,deckheadventilatorsshouldbeperiodicallycheckedtoensurethattheyhavenotbeenclosedforanyreason.

Batterylockersandcompartmentsmustnotbeusedasstorageareasforotheritemsofship’sequipment.Duringheavyweather, these itemsmay fall acrossbatteries causing short–circuitingwith consequentriskofexplosionandfire.

Undernocircumstancesshouldnickel–cadmiumandlead–acidbatteriesbe stored in the same lockerorcompartment,duetotheriskofcross–contaminationof the respective electrolytesby inadvertentuseofcommonhydrometers.

16.6.3 Uninterruptible Power Supplies (UPS)UninterruptiblePowerSupplies (UPS) canbeusedto supplymainspower toGMDSS installations,orelementsofit(suchasInmarsat-B/Fleet77equipment).

Theirpurposeistoprovidecontinuousmainspower,in the event of a complete loss ofprimarymains,orwhen themains power characteristics do notmeetspecifiedconditions,suchasundervoltage,orfrequencyerror.

IfpowerissolelytobeprovidedbyanUPS,thentheremustbetwoUPSunits.Changeovercanbemanualorautomatic.GuidanceonthecapacityoftheUPSandconfigurationiscontainedinIMOCOMSARCircular16,whichisreproducedinAppendix7.Vesselscanuseasingleandaseparatebatteryinstallation,andUPSunitsmustbeoperationalwithin5safterturn-on.

Despitetheiradvantages,GMDSSoperatorsshouldexaminetheirvessel’sUPSinstallationtodeterminethefollowing:

• HowcanIperformamanualtest?

• CanIchangethebatteriesmyself?

• Whattypesofbatteriesareused?

• WhendoIneedtochangebatteries?

• Whatalarmsexist(whatdotheymean)?

• Howlongwillthebatterieslast?

• HowdoIcontroltheUPS,orbypassit?

• HowdoIchangefuses,andwherearethelocalcircuit breakers? and

• WhathappenswhenIunplugthemains?



Changeover switch or system

UPS No. 1

UPS No. 2

UPS

Changeover switch or system

Battery charger Battery

GMDSS radio

GMDSS radio

Ship’s mains

Ship’s mains

Safety precautions include:

• Beware,theoutputisliveeventhoughmainsinputmaybeofforunplugged;

• Onlychangethebatteriesifuserisallowedtodoso(fatalvoltagesinside);

• Connectionstobesecure;

• Ventilationfans(iffitted)nottobeobstructed;

• Adequateventilationtobeprovided;and

• Observeallsafetyinstructionsprovidedbymaker.

Figure32showssometypicalarrangements.

Figure 32 - Typical Uninterruptible Power Supplies

16.6.4 Lithium battery hazardsEPIRBs,VHFsurvivalcraftradiosandotherportableelectronicsmayuselithium-basedbatterypacks:

• Theseshouldbedisposedofcorrectly.

• Donotshortcircuitthebattery;

• Donotincinerate;

• Donotthrowintolandfill;

• Donotthrowoverboard;

• Ifleaking,donottouchwithoutprotectivegloves;and

• Recycleonlyasdirected.


EquIpMENT MAINTENANCE17This chapter provides guidance on the procedures to be followed for basic maintenance of GMDSS ship station equipment.

17.1 ANTENNA SySTEMS

17.1.1 IntroductionAproperlyperformingantennasystemisafundamentalrequirementforeffectivecommunications.Althoughantenna systems fitted to GMDSS vessels arespecificallydesignedforthemaritimeenvironment,theystillrequireroutinemaintenancetoensureproperperformance.

17.1.2 VHF antennasAntennasusedforoperationatVHFarethevertical‘whip’type.Theyareconstructedofeitherfibreglassoraluminium.Exposuretoultravioletradiationoverlongperiodsoftimewillcausefibreglassantennastodeterioratetothepointwheremoisturecanentertheantenna.Thiswillaffecttheradiationefficiency,andusuallyrendertheantennaunusable.

VHFantennasshouldberegularlycheckedforsignsofdamageand loosemountings. It shouldalsobenotedwhere newAIS equipment is fitted, strictattentionshouldbepaidtotheinstallationguidelines,particularlytothesitingoftheAntenna.AIStransmitsat frequent intervals onVHF and if incorrectlyinstalledcaninterferewithotheronboardequipmentincludingDSC.

17.1.3 MF/HF wire antennasGMDSS vessels that have been converted fromoriginal ‘wireless telegraphy’vesselsoftenuse theexistingwire transmittingantennasas theMF/HFtransceiverantenna.

It is particularly important that the insulators used withtheseantennasarekeptclean,asabuild-upofsaltandfunnelsootdepositswillseriouslydegradetheirinsulatingproperties,andallowtransmittedenergytobelost.Thesituationmayarisewheremorethan80percentof the transmitterspower isbeingshortcircuitedtoground,ratherthanbeingradiated.

Bulkcarriersareparticularlypronetothisproblem,ascargodustdepositedoninsulatorsduringloadingandunloadingoperations combineswith salt andsootdepositstoquicklyrenderinsulatorsineffective.

Allantennainsulatorsmustberegularlywasheddownwithfreshwater.

Antennahalyards,wireshackles,wirethimblesandthe actual antennawire should also be regularlyinspectedforsignsofdamageand/orcorrosion.

Wiretransmittingantennasarealsofittedwithsafetyloop/weaklinkassembliesbetweenthehalyardsandthesupportingmasts.Theseassembliesaredesignedtoprevent the antennabreakingby absorbing theshockproducedifthevesselissubjecttoacollisionorsomeothersevereimpact.Theyshouldbeinspectedregularlyforsignsofwearordamage.

17.1.4 MF/HF vertical antennasMF/HF antennas onmodernGMDSSvessels areusuallylargevertical‘whip’types.Somemaybeinexcessof10mlong.Theantennatuningunit,whichmatchestheantennatothetransceiver,mayalsobemountedatthebaseoftheantenna.

MF/HFverticalantennasshouldberegularlycheckedfor signsofdamage (includingbending)and loosemountings.Any insulators usedmust bewashedregularlywithfreshwater.

Insulators must not be painted.

17.1.5 Emergency wire antennasVesselswith two transmitting antennas are oftenprovidedwithanantennaswitchwhichallowstheMF/HFtransceivertobeconnectedtoeitherantenna.This isusually thevessel’soriginalantennaswitchbox,mountedintheradioroom.Simplifiedoperatinginstructionsareprovidedeitheronorneartheswitchbox.

SomevesselsarefittedwithtwoMF/HFtransceivers,eachwith itsowndedicatedantenna.Thesemayormaynotbeswitchedthroughtheantennaswitchbox.


17. Equipment maintenance

GMDSS vessels fitted with only one MF/HFtransceiver and one installed antenna for thattransceiverarerequiredtocarryeitheraspareantennaofthesametypeasisinstalled,orapre–assembledtemporarywireantenna,completewithinsulatorsandmountinghardware.Temporaryantennasareusedin the situationwhere themainantennahaseitherbeencarriedawayordamagedtothepointwhereitcannotbeused.

The temporary antenna should be slungbetweenasuitablepointorpoints toprovidethemaximumpossible lengthandelevation. It ispreferable thatthe antennabe arrangedvertically, if possible. IftheantennatuningunitfortheMF/HFtransceiveris mounted externally, the temporary antenna is connectedtothe‘leadin’insulator,usuallymountedon the top of the tuningunit. If the tuningunitismounted inside the ship’s superstructure, thetemporaryantennaisconnectedtothe‘feedthrough’insulator at the samepositionwhere the originalantennawasconnected.

Theoriginal,damagedantennamustbedisconnectedfromtheATUorfeed–throughinsulator.

17.2 RADIO EquIpMENT

17.2.1 Power suppliesThe most common faults with GMDSS radioequipmentarethoserelatedtopowersupplysystems.MostGMDSSvesselsarefittedwithpowersuppliesthatprovideautomaticchangeoverfromACtoDCoperation in the event ofmains failure. There isusuallyasetofACandasetofDCcircuitbreakersforallequipmentfitted.Thesebreakerswilltripandshutdowntheequipmentifafaultappearsonthepowercircuittheysupply.Additionally,someequipmentisfittedwithfusesthatperformthesamefunction.

AllGMDSSoperatorsmustfamiliarisethemselveswith the location of all circuit breakers andfusesusedby theGMDSSequipment and therespectiveproceduresforresetandreplacement.

If a circuit breaker continues to trip, or replacement fusescontinuetoblow,technicalhelpmustbesought.

PleaserefertoSection16.6.3forinformationrelatingtoUninterruptiblePowerSupplies(UPS).

17.2.2 EPIRBsExpirydatesonhydrostaticreleasesfittedtofloatfree406MHzEPIRBsshouldbemonitored.

TheAMSAGMDSSRadioLogrequiresthateachEPIRBshall be examined at least once a month to check:• built-inself-testperformedasperthe

recommendationsinthemanufacturer’susermanual;

• itscapabilitytooperateproperly,particularlyitsabilitytofloatfree(whererequiredtodoso)intheeventofthevesselsinking;

• howsecureitisitsmounting;and• forsignsofdamage.

If there is anydoubt, it is strongly recommendedthat this function is carriedout, by a shore-basedmaintainer at the earliest opportunity, for further advicerefertoMSC/Circ.1039.

RefertoSection15.9forasummaryallroutinetestingrequirements,andtoSectionDoftheAMSAGMDSSRadioLog(includedasAppendix11).

17.2.3 SARTsA physical examination of the SArT(s) should be carried outmonthly. Refer to Section 15.9 for asummary all routine testing requirements, and toSectionDoftheAMSAGMDSSRadioLog(includedasAppendix11).

17.2.4 AIS-SARTsAphysical examinationof theAIS-SART(s) shouldbe carriedoutmonthly.Refer toSection15.9 for asummary all routine testing requirements, and toSectionDoftheAMSAGMDSSRadioLog(includedasAppendix11).


ROuTINE COMMuNICATIONS pROCEDuRES18

This chapter provides guidance in procedures to be followed during routine and commercial communications.

18.1 RADIO RECORDS

18.1.1 Radio log booksEvery shipwhich is compulsorily fittedwith aradioinstallationmustcarryaradiologbook.Thisdocumentmustbe available for inspectionbyanyauthorisedofficer.TheRadioServicesofashipstationis under the authority of the Master or of the person responsiblefortheship,andshallrequirethateachoperatorcomplieswiththeITURadio Regulations.

Completion of radio log book

Section A – particulars of Vessel,whichmustalsoincludemethodusedtoensureavailabilityofservice.

SectionB–QualifiedPersonnel,completewithfulldetailsoftype(s)ofcertificationanddate(s)ofissue.

Section C – GMDSS radio Log.Thispartofthelogforms a record of the operation of the ships radio station andmust be completed in duplicate. Thefollowing entriesmust bemade in chronologicalorder:

1. SummaryofDistress,UrgencyorSafetytrafficreceivedeitherbyradiotelephoneorDigitalSelectiveCalling.RecordsforDistress,UrgencyorSafetytrafficreceivedbyInmarsatsatellitesystemsandNAVTEXmaybemaintainedseparatelyonboardin‘printout’orelectronicform,butshallberetainedonboardforsixmonths.

2. Anyincidentconnectedwiththeradioservicewhichappearstobeofimportancetothesafetyoflifeatsea.

3. TestsoftheGMDSSequipment(ascarriedtocomplywithMarineOrder27)asdetailedinthefrontcoverofSectionDoftheGMDSSRadioLogBook.

4. Iftheship’srulespermit,thepositionoftheshipatleastonceaday.

In addition, theMastermust inspect and sign theGMDSSRadioLog.

Section D – Details the radio equipment and battery tests to be carried out by operators.SectionDalsocontainsAnnexes1and2.Annex 1 – Particulars of Batteries on Board and their purpose.Annex 2 – Monthly report on Batteries (and records the Specific Gravity Readings of each individual cell before and after full charge along with comments), if applicable.

BothsectionsCandDaretobecompletedpreparedinduplicate.TheduplicatesofSectionsCandDAnnex1andAnnex2mustbedetachedandkeptincorrectorderto form a record of the operation of the radio installation andberetainedinboardforaminimumof12months.TheserecordsaretobeavailablefortheinformationofSurveyorsandshoremaintenancestaffandshouldbefiledintheradioroomorwiththeradioequipment.

retention of LogOncecompleted,theoriginalLog(s)mustberetainedbytheship’soperatorforaperiodofnotlessthantwoyearsfromthedateofthelastentryinSectionC.

Details of commercial communicationspassed viamaritimemobile-satellitesystemsmaybemaintainedasdescribed for SectionC above, sufficient for thesettlementofaccounts.IfnotrecordedinSectionC,othermeansshallbeprovidedbytheship’soperatorto recorddetails of commercial traffic for aperiodsufficientforthesettlementofaccounts.

TheGMDSSRadioLog book format is shown inSection18.7andincludesanexampleofacompletedpagefromtheGMDSSRadioLog.

18.2 SERvICE DOCuMENTS

18.2.1 Admiralty List of Radio Signals (ALRS)At the time of publication of this Handbook, the ALrS isasix-volumeseries,comprising12books,(orParts),published by theUnitedKingdomHydrographicOffice,whichprovidesdetailsofservicesprovidedbycoastalradiostations.Italsoincludesgeneralreferencesections describingmanymaritime radio relatedservices.TheALRSarecarriedbyAustralianGMDSSvessels.RegularupdatesareissuedthroughweeklyUKHONotices toMariners (AustralianNotices toMarinersareissuedfortnightly).


18. Routine communications procedures

Volume6 (PilotageServices,VTSservicesandPortOperations)of theALRS is thefirstALRSvolumetobeconverted intodigital format,and is titledasAdmiralty Digital Radio Signals,Vol 6 (ADRS6) andavailableasaCD-ROM.

18.2.2 International Telecommunication Union (ITU) publicationsTheITUpublishesthefollowingservicepublications;

• List of Ship Stations and Maritime Mobile Service Identity Assignments(ListV)–adirectoryofvessels,providingdetailssuchasradioequipmentfitted,radiocallsignsandMMSIs;

ThisisalsosuppliedinCD-ROMformatandcarriageofITUservicepublicationsinelectronicform is permitted under AMSA Marine Order 27 (Radio equipment) 2009 and the ITU Radio Regulations.

• List of Coast Stations and Special Service Stations (ListIV)–analphabeticallist(bycountry)ofcoastalradiostationsthatkeepDSCwatch,public correspondence, transmit medical advice,maritimesafetyinformation,noticestonavigators,radiotimesignals.Alsocontainsstationstransmittingradiotimesignals,AISandinformation on port stations, pilot stations, coast earthstations(LESs),VTSstations,SARagenciesandNAVAREAcoordinators,thathavebeennotifiedtotheITU.,providingdetailsofservicesofferedandfrequenciescovered;

• Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services–extractsfromtheITURadio Regulationspertainingtomaritimeradiooperation.TheITUalsocallsthistheMaritimeManual.Thismanualisavailableinprinteredorelectronicform(CD-ROM).

ThesepublicationsarerequiredtobecarriedbyallAustralianGMDSSvessels,butcanbecarriedinpaperorelectronicformwhereavailable.

List IV is published on CD-ROM annually andtherewill be no paper supplements printed, butamendmentswill be available free-of-charge fromthe ITUMARSwebpage at:www.itu.int/ITU-R/go/mars.

ListVwillbepublishedonCD-ROMeverytwoyearsandtherewillbenopapersupplementsprinted,butamendmentswillbeavailablefree-of-chargefromtheITUMARSwebpageat:www.itu.int/ITU-R/go/mars.

18.2.3 Stratos Global Satcom ServicesCustomerserviceformattersassociatedwithStratosGlobalSatcomServices canbeobtained from theirCustomerServicesCentredirecton:

Tollfree+17097484226(ordial33#fromhandset)ore-mail:[email protected]

18.2.4 Marine Order 27 In addition to thepublicationsmentioned above,AMSAMarineOrder 27 requires the followingpublicationsbecarriedonGMDSSvessels:• The Safety Radio, (or Radio) Certificate, the

RecordofEquipment,anyapplicableCertificateofExemption,andotherrelevantstatutorycertificates;

• A current edition of theMarine Radio Operators Handbook, published by the Australian Maritime College; or a current edition of theAustralian Global Maritime Distress and Safety System (GMDSS) Handbook,publishedbyAMSA;

• AcopyofAMSAMarineOrder27;• A current edition of theAdmiralty List of Radio

Signals,publishedbytheUKHydrographicOffice*;and

• Theship’sGMDSSRadioLog.

*Note: The next revision of Marine Order 27 will reflect the change in titles in the new merged ITU service publications.The Admiralty List of Radio Signals can also be carried in paper or electronic form.

18.3 GENERAl ROuTINE COMMuNICATIONS pROCEDuRES

18.3.1 Use of frequenciesAship stationmayonlyuse frequencieswhich areauthorisedforitsparticularactivity.Exceptinthecaseofdistress,useofanyotherfrequencyisnotpermitted.It ismost important that frequencies areusedonlyfor thepurpose forwhichtheyareassigned–e.g.afrequencylistedforcommunicatingwithcoaststationsisnottobeusedforcommunicatingwithotherships.

18.3.2 Secrecy of communicationsUnder Article 37 of the Constitution of theInternational Telecommunication Union, and ITU Radio RegulationsNo.18.4theunauthorizedinterceptionofradiocommunicationsnotintendedforthegeneraluseofthepublicisprohibited,andthedivulgenceofthecontents, simple disclosure of the existence, publication or anyusewhatever,without authorizationof anynaturewhatever,obtainedbytheinterceptionofsuchradiocommunicationsisprohibited.



Further, under the ITU Radio RegulationNo.46,theshipstation is placed under the supreme authority of the masterorpersonresponsiblefortheshiporothervesselcarryingthestation.Thepersonholdingthisauthorityshall require that each operator complywith theRegulationsandthattheshipstationatalltimesisusedatalltimesinaccordancewiththeRegulations.Theseprovisionsalsoapplytooperatorsofshipearthstations.

18.3.3 Control of communicationsDuringroutinecommunicationsbetweenashipandacoaststation,thecoaststationcontrolstheworking.Inorderthatallcommunicationsmaybeexchangedefficiently, all instructions givenby coast stationsshouldbefollowedimmediately.

18.3.4 Calling and working frequenciesFrequenciesassignedtoshipandcoaststationsaredesignatedaseither:• Callingchannels/frequencies–usedtoestablish

communications;or• Workingchannels/frequencies–usedtoexchange

routineandpubliccorrespondencetraffic.All stations shouldestablish communicationswiththedesiredstationbyusingacallingchannel.Oncethesehavebeenestablished,both stations transferto an appropriateworking channel and exchangeinformation.At the conclusionof this exchangeofcommunications,bothstationsresumemonitoringofthecallingchannelorchannels.Themajorityofcallingchannelsarealsoassignedfordistress,urgencyandsafetypurposes.Thisenablesshipstationstouseasinglechannelforbothroutinecallingandforsafetyoflifeatseapurposes.Forthesereasons,itisessentialthatcallingchannelsarenotusedforexchangeofroutinemessages–thismustbecarriedoutonaworkingchannel.

18.3.5 Calling channelsThemain frequenciesused forestablishing routineradio telephone communications are:2182 4125 6215 8291kHzandChannel16intheVHFband.

Thefrequenciesof12290and16420kHzarereservedfordistress,urgencyandsafetycommunications,andsafety-relatedcallingtoandfromrescuecentresonly,whichincludesradiochecks,providedofcourse,thatnootherdistress,urgencyorsafetytrafficisinprogress.

Someoverseas coast radio stations alsomaintainwatchoncertainradiotelephonechannelsinmaritimeHF bands from 4 to 22MHz. These are used forradiotelephone calls between ships and telephonesubscribersashore.

18.3.6 Working channelThereisafrequencyorpairoffrequenciesassignedineachoftheHFmaritimebandsusedforworkingwithcoaststations.ThesechannelscanbefoundintheITUList of Coast Stations and Special Service Stations,alongwiththeirhoursofoperation,andthe Admiralty List of Radio Signals,Volume1.

18.3.7 Calling proceduresBefore transmitting, an operatormust listen for aperiodlongenoughtobesatisfiedthat:

• Thereisnodistress,urgencyorsafetytrafficinprogressonthechannel,and;

• Harmfulinterferencewillnotbecausedtoanyroutinetransmissionsalreadyinprogress.

Silenceperiodsmust alsobeobserved (seeSection14.11.4)wherenationalarrangementsrequiresilenceperiods(note:silenceperiodsarenotobservedaspartoftheGMDSS).

Theinitialcallshouldbespokenclearlyandslowly,usingthefollowingprocedures:

• Thenameand/orcallsignofthestationbeingcalled,spokennotmorethanthreetimes;

• ThewordsTHISIS;

• Thenameand/orcallsignofthecallingstation,spokennotmorethanthreetimes;

• Thefrequency(orchannelnumber)ofthechannelbeingused;and

• ThewordOVER.

Oncethecoaststationhasanswered,theshipshouldreplywithamessageindicatingthepurposeofthecallandproposedworkingchannel.

18.3.8 VHF proceduresWhenusingfrequenciesintheVHFmaritimeband,andcommunicationconditionsaregood,theinitialcallmaybeabbreviatedto:

• Thenameand/orcallsignofthestationbeingcalledspokenonce;

• ThewordsTHISIS;and

• Thenameand/orcallsignofthestationcalling,spokentwice.

On all bands, once communications have beenestablished, names and/or callsignsneedonly bespokenonce.



18.3.9 Repeating callsWhen a station being called does not reply to acompletecallsentthreetimesatintervalsof2min,callingmustceasefor3min.

However,beforecontinuingtocall,thecallingstationmustensurethatfurthercallingisunlikelytocauseinterference,andthatthestationbeingcalledisnotbusywithothercommunications.Inparticular,shipstationsattemptingtocallcoaststationsonanyofthedistressandsafetychannelsshouldfirstcheckthatthecoaststationisnotengagedinbroadcastingMaritimeSafety Information, by listening on theworkingchannelforthebandinuseatthetime.

Ifafter3minthereisnoreasontobelievethatfurthercallswillcauseinterferencethencallingmayresume.Whencalling isresumedif thestationbeingcalleddoesnotrespondtocallssentthreetimesatintervalsof2mincallingmustonceagainceasefor3min.

Wherecommunicationsarebetweenmaritimemobilestationandanaircraftstationtheintervalbetweencallattemptsis5min.

18.3.10 Difficulties in establishing communicationIf a ship or coast station is unable to communicate withacallingstationimmediately,itshouldreplytoacall,followedby“wait.....minutes”.Coaststationsthatarebusywithothershipstationswill respondtoacall fromashipwith“yourturnisnumber.....,pleasestandby”.

Whenastationreceivesacallwithoutbeingcertainthat the call is intended for it, it should not reply until thatcallhasbeenrepeatedandunderstood.

Whenastationreceivesacallwhichisintendedforit,butisuncertainoftheidentificationofthecallingstation, it should reply immediately, asking for arepetition of the call sign or identification of thecallingstation.

18.3.11 International Phonetic AlphabetTheInternationalPhoneticAlphabetisusedtospelloutwordsandfiguresduringpoorreceptionconditions.It is reproduced inAppendix 3. In the ITURadio Regulations,thesecodesarelistedinAppendix14.

18.3.12 Standard Marine Communications Phrases (SMCP)TheSMCPisanIMOpublication,andcontainedinIMOResolutionA22/Res.918)andasmallportionisincludedasAppendix5.

TheIMOStandardMarineCommunicationPhrases(SMCP)hasbeencompiled:• Toassistinthegreatersafetyofnavigationandof

theconductoftheship;

• Tostandardizethelanguageusedincommunicationfornavigationatsea,inportapproaches,waterwaysandharbours,andonboardvesselswithmultilingualcrews;and

• Toassistmaritimetraininginstitutionsinmeetingtheobjectivesmentionedabove.

These phrases are not intended to supplant or contradicttheInternationalRegulationsforPreventingCollisions at Sea, 1972 or special local rules orrecommendationsmadeby IMOconcerning ships’routeing,neitheraretheyintendedtosupersedetheInternationalCodeofSignals,andtheiruseinship’sexternal communications has to be in strict compliance withtherelevantradiotelephoneproceduresassetoutin the ITU Radio Regulations.Furthermore,theIMOSMCP,asacollectionofindividualphrases,shouldnotberegardedasanykindoftechnicalmanualprovidingoperationalinstructions.

IntheIAMSARManual(seealsoSection13.2),itisnoted“Publicationswhichcanbeusedtoovercomelanguagebarriersandcircumstancesamongvessels,aircraft, survivors, andSARpersonnel include: theInternationalCodeofSignalsandtheStandardMarineNavigationalVocabulary” (the latternowreplacedbytheSMCP),andalsostates“WhiletoolsliketheCodeandVocabularyexist,theyarenotintendedtobenecessaryforverbalcommunicationsamongSARpersonnelandotherswhoshouldbeable to speakEnglishduetothenatureoftheirduties.”

Under the ITU Radio Regulations,aircraftareobligedtousemaritimeprocedureswhen communicatingwith station in themaritimemobile-service. (ITURadio RegulationsNo.41),however,seafarersshouldbeawareofslightdifferencesinradiotelephonyusagecommonlyusedbyaircraft.

18.3.13 Use of VHF channels other than distress/ safety channelsSafetyofNavigationVHFCh.13isalsousedforshipmovementsandportoperations(subjecttonationalregulations).

When usingmarine frequencies, ship–helicoptercommunicationsarepreferredonVHFCh.9,72and73.Theaircraftshouldradiateamaximumpowerof5W,andshouldbebelow300maltitudeunlessengagedinice–breakingoperations.

VHFCh.75and76maybeusedfornavigation–relatedsafetycommunication,subjecttoamaximumpowerof1W.



18.4 RADIO TElEX SERvICES

18.4.1 GeneralGlobeWireless (USA)no longeroffers radio telex,butoperatesanHFMaritimeDigitalRadioNetworkiscomprisedof24radiostationsstrategicallylocatedtoprovideworld-widecoveragewithmessagessentreceived in near real-time. Using the digitalHFnetwork,shipsareimmediatelypagedwhenlargefilesorattachmentsarewaitingashorereducingtheneedtoconnectwithoutknowingifthereistrafficwaiting.

Theserviceisavailable24h/dayandprovidesshipswithautomaticaccesstoAustralianandinternationalnetworks. Calls from shore-to-ship are stored ata central bureauandpassed to thevesselwhen itmakescontactwithaGlobalRadioNetworkstation.AlthoughnotpartoftheGMDSSdistressandsafetynetwork, theGlobeWirelessnetwork canprovideroutinecommunicationsservices.

Theserviceisavailable24h/day.DetailsareavailablebycontactingGlobalWirelessdirecton:Telephone:+13213080112orFax: +13213091366ore-mail: [email protected]

18.5 TRAFFIC ChARGES

18.5.1 Accounting Authority Identification Code (AAIC)AnAAIC is an internationally recognisedway ofprovidingacoaststationwith:

• Areasonableassurancethatpaymentwillbemadefortheserviceprovided;and

• Thenameandaddressoftheorganisationthatwillmakepayment.

The way the system works is contained inRecommendationITU-TD.90.

Eachadministrationisallocated25AAICcodes.Theseareprefixedwithtwolettersrepresentingthecountryoforigin.Australia’s25codesareprefixedwith‘AA’–e.g.AA01,etc.

Itwillbenecessaryforshipsusingcommercialservicesofferedby foreign coast stations toquote anAAIC.FailuretobeabletoquoteanAAICislikelytoresultinthecoaststationrefusingtoacceptcommercialtraffic.

AfulllistoforganisationsholdinganAustralianAAICmaybe found in the ITUList of ShipStations.Thelicenseesofvesselswishingtopasspaidtrafficthrough

foreigncoaststationsmustmakefinancialarrangementswithoneof theseorganisations to ensure that theiraccountsarrivingfromoverseasarepaidpromptly.

With theadventof satellite communication systems,andtheclosureofthe‘publiccorrespondence’servicebythecoastradionetworkinAustralia,theuseofAAICsaboard ship is rarely used in Australia, but still used overseas.Typically,anAAICisallocatedtoasatelliteserviceprovider,whoco-ordinatestrafficcharging.

18.5.2 Currencies used in international chargingChargesforcommercialservicesofferedbyoverseascoast stations are listed in the ITU List of Coast Stations and Special Service Stationsandbytheserviceproviders.These charges are sometimesquoted inspecialdrawing rights (SDR).Conversion tables toenable costs to be determined in Australian dollars shouldbeprovidedbyships’accountingauthorities.

18.5.3 Land line and coast station chargesChargesfromforeigncoaststationsareoftenquotedintwocomponents:

• CoastCharge(CC)–thechargeleviedbythecoaststationforuseofitsfacilities;and

• LandLine(LL)–thechargeforconnectionintothepublictelephoneortelexnetworkfromthecountryinwhichthecoaststationislocatedtothecountryofdestination.

18.6 TIME SIGNAlS

18.6.1 IntroductionVariousoverseas radio stations transmit signals inthe MF and HF bands that are used for the calibration ofship’schronometersandequipmentclocks.Thesetransmissionsare referred to as ‘time signals’, andusually comprise audible secondmarkers,with adistinct tone to indicate theminutemarker. Sometransmissions include a synthesised male or female voicewhichannouncestheactualtime.

Although satellite technology and improvementsin chronometeraccuracyhave lessened theirvaluein recent years, time signal broadcasts continueto be transmitted by shore stations in many parts of theworld. Somebroadcasts also includeusefulinformation on the status of satellite navigationsystemsandvariousotheralerts.



18.6.2 Frequencies of transmissionAccuratetimesignalssuitablefornavigationalpurposesareregularlyavailableonthefrequenciesof5000,10000,15000and20000kHzfromvariousradiostationsthroughouttheworld.

Fulldetailsofforeignstationsbroadcastingtimesignalsmaybe found inVolume2of theAdmiraltyListofRadioSignalsortheITUListofRadiodeterminationandSpecialServiceStations(ListVI)-seealsoSection18.2.2.

Spirit of Tasmania II VNSZ 503433000

Station from

Date and time UTC

MV

GMDSS RADIO LOG

Station to Operator'sactionsorremarks

Frequency, channelor

satellite

Callsign MMSI

021000 Departed Thevenard, bound Sydney all equipment tested satisfactory

0550 VNSZ VIC DSC test call - satisfactory 12577

0602 786100000 DSC distress alert received 16804.5

position 41-46N 50-14W sinking

0603/15 MonitoredR/Tchannel-notraffic 16420

0615 VNSZ DSC alert information passed via Inmarsat C

Position of vessel in distress well out of this vessel’s

area - no further action

0910 503173456 DSC urgency call received 8414.5

0912 Nonesuch CQ PAN PAN - Man overboard 32-26S 103-10.0E 8291

1000 Arrived Sydney

18.7 SAMplE GMDSS RADIO lOG pAGE

RCC Australia


FREquENCIES FOR uSE by GMDSS ShIp STATIONS

Appendix 1

All frequencies in this Section are expressed in kHz, unless otherwise noted.

Distress, urgency, safety and calling frequenciesRadiotelephone DSC NBDP

2 182 2 187.5 2 174.5

4 125 4 207.5 4 177.5

6 215 6 312.0 6 268.0

8 291 8 414.5 8 376.5

12 290 12 577.0 12 520.0

16 420 16 804.5 16 695.0

VHF Ch. 16 VHF Ch. 70 Not used

Table 12 - Distress, urgency, safety and calling frequencies

Frequences for on-Scene search and rescue for radiotelephony (R/T and NBDP)2174.5(maritimeNBDPFECmode)

2182.0(maritimeR/Tfrequency)

3023.0(aeronauticalR/Tfrequency)

4125.0(maritimeandaeronauticalR/Tfrequency)

5680.0(aeronauticalR/Tfrequency)

121.5MHz(aeronauticalR/Tfrequency)

123.1MHz(aeronauticalR/Tfrequency)

156.8MHz(VHFCh.16R/T)

156.3MHz(VHFCh.6R/T)

Frequences for intership navigation safety communications156.65MHz(VHFCh.13R/T)

Frequencies for MSI broadcasts in NBDP by coast stations (not used in Australia)424.0* (Nationalservice–Japanese)

490.0* (Nationalservice–languagedecidedby Administrations)

518.0* (InternationalserviceinEnglish)

4209.5* (Nationalservice–languagedecidedby Administrations)

42100

6314.0

8416.5

12579.0

16806.5

19680.5

22376.0

26100.5

* NAVTEX service (coastal maritime safety information)

Frequencies for locating/homing signals121.5MHz(Cospas-Sarsataircrafthoming)

156-174MHz(VHFmaritimeband-channel70DSCEPIRBs)

161.975MHz(AIS-SART)

162.025MHz(AIS-SART)

406.025MHz(Cospas-Sarsatdistressbeacon)




9 200 to 9 500MHz (X-band SearchAndRescueTransponder-SARTs)


Appendix 1 Frequencies for use by GMDSS ship stations

Frequencies for Inmarsat satellite communications1530to1544MHz(downlink:commercial,distress&safety)

1626.5to1645.5MHz(uplink:commercial,distress&safety)

Frequencies for Cospas-Sarsat satellite communications1544to1545MHz(downlink:distress&safetyonly)

1645.5to1646.5MHz(uplink:distress&safetyonly).

Common identification of frequency bands above 1 GHzL-band1-2GHz(e.g.GPS,Inmarsat-Cmobile)

S-band2-3GHz(e.g.10cmradar)

C-band4-8GHz(e.g.Inmarsat-Cmobilefeederlinks)

X-band8-12GHz(e.g.SART,3cmradar)

Kuband12-18GHz(e.g.geostationarysatellitelinks)

Note: The band designations above are used by the IEEE (United Sates). Other variations exist, for other purposes, but these are commonly used in marine and satellite communications.

Primary frequencies for general ship-ship voice communications kHz2638

4146

4149

6224

6230

8297

12353

12356

16528

16531

22159

156.875MHz(VHFCh.77)

Frequencies for commercial communicationsFrequenciesavailableforcommercialcommunicationsbyNBDPandradiotelephonyaredetailedintheITUManual for use by Maritime Mobile and Maritime Mobile- Satellite Services.


pROMulGATION OF MARITIME SAFETy INFORMATION

Appendix 2

1 INTRODuCTION

1.1 MaritimeSafetyInformation(MSI)ispromulgatedunder theGlobalMaritimeDistress andSafetySystem (GMDSS)within theAustralian searchandrescueregion(SRR)andNAVAREAXbyRCCAustralia.

1.2 TheNoticealsocontainsasection,approvedbythe Bureau ofMeteorology, onmeteorologicalinformationpromulgated in a similarmannerunderGMDSS.

1.3 TheRCCandtheBureauofMeteorologyprovideMSI through Inmarsat’s SafetyNET system.Thestatusofworld–wideInmarsat–CMSIbroadcastsisprovidedinALRSVolume5andtheIMOMasterPlan,Annex8.

1.4 MSIisprovidedinaccordancewiththefollowinginternational documents:

IMOResolutionA.705(17) – Promulgation ofMaritime Safety Information

IMO Resolution A.706(17) – World-WideNavigationalWarningService

JointIMO/IHO/WMOManualonMaritimeSafetyInformation

IMOInternationalSafetyNETManual The IMONAVTEXManual is not relevant for

Australia

1.5 DuetoitslargelengthofcoastlineandthelimitedcommunicationsrangeoftheNAVTEXfrequencies,Australia does not provide a NAVTEx service.CoastalMSI is disseminated by Inmarsat–CEnhancedGroupCall(EGC)servicecalledSafetyNET.

1.6 In addition to SafetyNET, theRCCmay availitself of the Inmarsat–B/Fleet77, “ALLSHIPS”broadcast facility for search and rescue (SAr) type broadcasts.Thesebroadcastswillcoveranentireoceanregionandassuch,willseldombeused.

1.7 Every SOLAS-compliant shipmustmeet thefollowing legal requirements for receivingMSIbroadcasts:

• Watch-keeping–everyship,whileatsea,shallmaintainaradiowatchforbroadcastsofMarineSafetyInformationontheappropriatefrequenciesonwhichsuchinformationisbroadcastfortheareainwhichtheshipisnavigating.

• Loggingmessages–onaSOLAS-compliantship,asummaryshallbekeptintheradiologofalldistress,urgencyandsafety traffic.Recordsofdistress,urgencyor safety traffic receivedbyInmarsatsatellitesystems,NAVTEXorNarrow-Band Direct-Printingmay bemaintainedseparatelyin‘printout’ordiskform.Referalsoto‘NotesonthekeepingoftheLog’intheAMSAGMDSSRadioLog.

Inaddition to thesemandatory requirements,IMOrecommendsthatallcurrentnavigationalandmeteorologicalmessagesberetainedonthebridge,foraslongastheyareapplicable,fortheuseof theperson in chargeof thenavigationwatch.

2 TypES OF bROADCASTS

2.1 RCC Australia may initiate six types of broadcasts using Inmarsat–C EGC

(1) Distressmessages(MAYDAY)

(2) Urgencymessages(PANPAN)

(3) NAVAREAXwarnings(SECURITE)

(4) Coastal(AUSCOAST)warnings(SECURITE)

(5) Local(SSM–SeaSafetyMessage)warnings

(6) Generalmessages(ALLSHIPS/CQ).


Appendix 2 Promulgation of maritime safety informations

2.2 Distress Message2.2.1 Distressmessageswillbedirectedtoacircular

area.TheradiusoftheareawillbedependentonthenearestknownvesselfromModernizedAustralianShipTrackingandReportingSystem(MASTREP)orfromotherintelligence.

2.2.2 Thetextofthemessagewillcommencewiththedistresssignal,“MAYDAY”.

2.2.3 Attheconclusionofthedistressincident,theRCCwillinitiateamessageincludingthewords“SILENCEFINI”,amongstotherinformation,toindicatedistresstraffichasceased.

2.2.4 TheMobileEarthStation(MES)orShipEarthStation(SES)willprovideanauralalarmandvisualindicationtoindicatereceiptofadistresscalloracallhavingadistresscategory.

2.3 Urgency messages2.3.1 Urgencymessagescanbedirectedtoacircular,

rectangularorcoastalarea,oranoceanregion.

2.3.2 Thetextofthemessagewillcommencewiththeurgencysignal,“PANPAN”.

2.3.3 TheSESwillprovideanauralalarmandvisualindicationtoindicatereceiptofanurgencycall.

2.4 NAVAREA X Warnings2.4.1 NAVAREA X warnings will be broadcast

throughthePORandIORsatellites.Thetextwillcommencewiththesignal“SECURITE”.

2.4.2 Allnavigationalaidsandhazardsoutsidetheareaofthecoastalareaschematicdiagram,includinginformation onGPS and spacedebriswill beissuedasNAVAREAXwarnings.

2.5 Coastal (AUSCOAST) warnings2.5.1 AUSCOASTwarningswillbebroadcastthrough

thePORandIORsatellites.Thetextwillcommencewiththesignal“SECURITE”.

2.5.2 TheAustraliancoastalareahasbeendividedupaspertheattachedschematicdiagraminFigure33tofacilitatethebroadcastofAUSCOASTwarnings.Allwarningsaboutaidstonavigationwithinthecoastal area, other than those mentioned in Section 2.4.2,willbeissuedasAUSCOASTwarnings.

2.6 Local (SSM) warnings2.6.1 Local (SSM)Warnings refer tohazardswhich

areconsideredtobeofatemporarynature,e.g.floatinglogs,temporarybuoys,etc.

2.6.2 The text will commence with the signal“SECURITE”.

Figure 33 - Areas for Coastal Navigation Warnings on SafetyNET (Pacific and Indian Ocean Region Satellites)

SCHEMATIC DIAGRAM ONLY

AREAS FOR COASTAl NAvIGATION WARNINGS ON SafetyNET(PACIFIC AND INDIAN OCEAN REGION SATELLITES)

N COAST

NW COAST NE COAST

E CO

AST

S COAST

E

D48S 155E48S 141E

43S

41S 155E41S 129E

F

SW COAST

38S 108E

27S

20S

G

12S 120E

10S 127E129E

hA

142E9S 144E

17S 150E

25S 156E

b

C

37 3

0S

NAvAREA X / AuSCOASTScheduled broadcast

0700 & 1900 UTC

SE COAST

SCHEMATIC DIAGRAM ONLY



2.6.3 Local warnings for hazards that occur inAUSCOASTareasA–D(AustraliancoastfromCapeYorkeast toMtGambier)will be issuedthroughthePORsatelliteonlyandthosewarningsconcerninghazardsintheAUSCOASTareasE–H(AustraliancoastfromMtGambierwesttoCapeYork)willbeissuedthroughboththePORandtheIORsatellites.

2.7 General messages2.7.1 Generalmessages (e.g.vesseloverdue) canbe

directedtoacircular,rectangularorcoastalareaoranoceanregion.

2.7.2 Thetextofthemessagewillcommencewiththesignal,“ALLSHIPS”.

2.8 EGC message to an individual MES2.8.1 RCCAustraliawillusethisSafetyNETfeatureto

contactindividualvesselsasrequiredusingtheappropriatepriority.AmessagesenttoaMESwithadistressprioritywill result inanalarmbeingraisedattheMEStoalerttheofficerofthewatch.

3 bROADCAST pROCEDuRES3.1 Allmessages fromtheRCCwill identify the

originator as: “RCCAUSTRALIADTG ...”(DTG–DateTimeGroup).Vesselsrespondingtobroadcasts should include thisDTG.TheDTGprovides auniquewayof identifyingmessagesattheRCC.

3.2 Mostbroadcastswillbeechoed,i.e.repeated6minaftertheinitialbroadcast.Thiswillgivevesselswhichweretransmittingatthetimeofthe initial broadcast another opportunity to receivethemessage.

3.3 Navigationalwarnings (NAVAREAX andAUSCOAST)inforce,willbepromulgatedwithan echo on receipt of information and then at thescheduledtimesof0700UTCand1900UTCwithoutechoandprintedontheship’sMES.Thescheduledbroadcast,ifpreviouslyreceivederrorfree,willnotbeprintedagain.

3.4 It is possible that, due to operationalrequirements,somescheduledbroadcastsmaynotoccurattheprecisetimestatedabove.

3.5 If amessage has to be resubmitted to theLandEarthStation (LES)by the informationprovider,thenvesselsalreadyinreceiptofthemessagewillreceivethemessageagainwhenitisretransmitted.

4 INMARSAT SERvICE CODE MESSAGE ROuTEING vIA ShORT ADDRESS CODES OR SpECIAl ACCESS CODES (SACS)

4.1 Refer toAppendix 14 in respect of theStratosNetwork Inmarsat-CSACs and theirmessagedistribution.

4.1.1 ThefollowingtypesofmessagesandcorrespondingSpecialAccess Codes/ShortAddress Codes(SACs)provideaccesstotheappropriateservicesifsentthroughtheStratosGlobalLESsofPerthLES(WA)orBurumLES(Netherlands):SAC32 MEDICALADVICE1

SAC38 MEDICALASSISTANCE1

SAC39 MARITIMEASSISTANCE(ANDSARCOORDINATION)2

SAC41 METEOROLOGICALREPORTS3

SAC42 NAVIGATIONALHAZARDSAND WARNINGS(REPORTS)2

SAC43 SHIPPOSITIONREPORTS-AMVER5

Inmarsat-C only:SAC861 REEFVTSREPORTS7

SAC1241METEOROLOGICALREPORTS4

SAC1243INFORMATIONREPORTSTORCCAUSTRALIA(e.g.semi-submergedcontainersighted)2

SAC1250ROUTINETRAFFICTORCC AUSTrALIA6

1SAC 32 and 38 requests are initially routed to Netherlands MRCC when sent via POR LES 212 and IOR LES 312.2SAC 39, 42 and 1243 requests are routed to RCC Australia/ NAVAREA X Coordinator when sent via POR LES 212 and IOR LES 312.3SAC 41 requests are routed to the Royal Netherlands Meteorological Institute when sent via POR LES 212 or IOR LES 312.4SAC 1241 requests are routed to the Australian Bureau of Meteorology when sent via POR LES 212 and IOR LES 312 (available only via POR LES 212 and IOR LES 312).5SAC 43 requests are routed to AMVER when using the Stratos network.6SAC 1250 has been introduced to enable vessels wishing to send an ordinary text message to RCC Australia. This service is paid by the vessel (available only via POR LES 212 and IOR LES 312).7SAC 861 requests are routed to the ReefVTS centre, Townsville (available only via LES 212 and 312).

Note: Due to the merger between Xantic and Stratos Global, a rationalisation of Inmarsat-C infrastructure at Perth LES occurred from 1 March 2007. At the time of publication of this Handbook, the Perth POR and IOR channel units are remotely controlled from Burum (Netherlands).



ThehostcalledLES22isnolongeravailableorselectablevia Inmarsat-C.AMSAMaritimeSafety InformationisbeingsentviaahostcalledLES12 (Burum).Thismeanslogginginto212(POR)or312(IOR).Therehasbeennochange to theSACarrangementsregardingInmarsat-B/Fleet77/M/mini-M,etc.

4.2 Vessels shoulddiscriminate betweenmedicaladviceandmedical assistance.Medical advice(Code32), as implied, isprovidedbydoctorsandconcerndiagnosis,onboardtreatment,etc.Medical assistance (Code38),providedby theRCC,involvesevacuationofapatientsubsequenttomedicaladvicebeingobtained.

4.3 VesselsunabletousetheaboveInmarsatSpecialAccessCodes(SACs)shoulddirecttraffictotheRCContelephone+61262306811.

5 WEAThER

5.1 TheBureauofMeteorologywillinitiatetwotypesofbroadcasts:forecastsandwarnings.

5.2 Therearefourhighseasforecastareas:Western,Northern,NorthEasternandSouthEastern.SeeFigure34.

Forecastsfortheareasouthoflatitude50degreesSoutharepreparedonrequestduringthesummerexpeditionmonthsandmadeavailabletoshippingthrougharrangementswiththeBureau’sRegionalForecastingCentreinHobart.

5.2.1 High seas forecasts will be issued in oneEGCmessageaddressed toMETAREAX, andpromulgatedatthefollowingscheduledtimes:

pOr –allareasat1100UTCand2300UTC.

IOr – Westernareaonlyat1030UTCand 2330UTC.

5.2.2 Coastalwaters forecastsarealso issued for theBassStrait,WesternAustraliaandtheNorthernTerritory.

ThesemessagesareaddressedtotheAUSCOASTareasasshownbelow(B1Code)andhavemessagetypecodes(B2Codes):meteorologicalforecasts–CodeE;meteorologicalwarnings–CodeB.

Figure 34 - Forecast Areas for High Seas

NORTHERN

SOUTH EASTERN

NORTH EASTERN

WESTERN

180°

180°

170°E

170°E

160°E

160°E

150°E

150°E

140°E

140°E

130°E

130°E

120°E

120°E

110°E

110°E

100°E

100°E

90°E

90°E

80°E

80°E

0° 0°

10°S 10°S

20°S 20°S

30°S 30°S

40°S 40°S

50°S 50°S

Aug 2013

Copyright Commonwealth of Australia 2013 Mercator projection standard parallel 22 30 Sc o /

©Copyright Commonwealth of Australia 2013 Mercator projection standard parallel 22o 30’S



Schedule of Australian SafetyNET Weather bulletins for Coastal Water Areas

Region AUSCOAST Areas

Coastal Water Areas Times

POR D Bass Strait 1910 UTC*

0700 UTC

G,H Northern Territory 2015UTC

0815 UTC

IOR F, G Western Australia 2030 UTC

0830 UTC

* One hour earlier during Australian Eastern daylight time

Table 13 - Schedule of Australian SafetyNET weather bulletins

5.3 Warningstoshippingonthehighseasareissuedwhenevergale,stormforceorhurricane-forcewindsareexpected.

5.3.1 TherearefourGale/Storm/Hurricanewarningareasforthehighseasandoceanwindwarnings;Western,Northern,Northeastern,Southeastern.SeeFigure35.

5.3.2 Warningswillbeaddressedtorectangularareasasrequiredasfollows:

pOr – AllareasexceptWestern,westof 100degreesEast.

IOr – Western,Northernareasonly.

5.4 Strongwind,gale, stormforceandhurricaneforcewindwarningsareissuedforAustraliancoastalwaters and the areas are the sameas thoseused in the issue of coastalwatersforecasts.

5.5 Tropical cyclone information is includedin current forecasts andwarnings (whenapplicable).

Visit the Bureau ofMeteorology’swebsite,www.bom.gov.au/marine,forcurrentweatherinformation and marine radio broadcast schedules.

Figure 35 - High Sea Warnings



6 TERRESTRIAl ROuTEING OF WEAThER REpORTS

6.1 ThePerthLESwillacceptweatherreportsfromshipsequippedwithInmarsat–B/Fleet77orCterminals.

6.1.1 All weather reports relayed through thePerthLESwillbeforwardedtotheBureauofMeteorology free of charge to the reportingvessel,providingservicecode41+isusedfortheirMeteorologicalReports.

7 hF MARINE RADIO SERvICES (vOICE AND FAX)VOICE VMC* VMW

2201 2056

4426 4149

6507 6230

8176 8113

12365 12362

16546 16528

Voicebroadcastsprovidebulletinsofwarningsrepeated every hour and forecasts repeatedeveryfourhours.

FAx VMC* VMW

2628 5755

5100 7535

11030 10555

13920 15615

20469 18060

Faxbroadcastsrunona24hourcycle.

FrequenciesaboveinkHz

* VMC is Australia Weather East broadcasting from Charleville, Queensland; VMW is Australia Weather West broadcasting from Wiluna, Western Australia. See Figure 36 for forecast zones.

8 ShIp TO ShORE TRAFFIC

8.1 DistressAlertsandmessagesinitiatedbyvesselsthroughInmarsatonthePacificorIndianoceanregionsatellitesandroutedthroughthePerthLESwillbedirectedtoRCCAustralia.

9 SAFETyNET

9.1 SafetyNET is an international service for thebroadcast and automatic reception of MSI by meansofdirect–printing through Inmarsat’sEGC systemand is an importantpart of theGMDSS.SafetyNETreceivingcapabilityispartofthemandatoryequipmentwhichisrequiredtobecarriedincertainshipsundertheprovisionsofChapterIVofthe1988AmendmentstotheInternational Convention for the Safety of Life at Sea (SOLAS), 1974.

9.2 SafetyNEToffers theability todirectacall toa givengeographical area. The areamaybefixed,asinthecaseofaNAVAREA,oritmaybeuniquelydefinedbytheoriginatorasinthecaseofAUSCOASTWarnings.Areacallswillbe receivedautomaticallybyany shipwhoseMEShasbeensettooneormorefixedareasorrecognisesatemporaryareabythelatitudeandlongitudeenteredintotheMES.

9.3 Anoperatorcanelecttosuppresscertaintypesofmessages.As eachmessagehas auniqueidentity, the printing of amessage alreadyreceivedcorrectlyisautomaticallysuppressed.Initial receptionof certain typesofmessages,such as shore–to–ship distress alerts andnavigationalwarnings aremandatory andcannotbesuppressed.

9.4 Users of the SafetyNET system should beawarethatthelatestversionoftheInmarsat–Csoftware should be installed on theirMES.Equipment suppliers shouldbe consulted forfurtherinformation.

9.4.1 UsersarerequestedtoprovidefeedbackonanyaspectoftheimplementationoftheSafetyNETsystemwith the view to improving theMSIservice.

9.4.2 In addition to themanuals supplied by theMESmanufacturers, it is recommended thatvessels also hold a copy of the SafetyNETUserHandbookpublished by Inmarsat. Thispublication is available fordownloading fromthe Inmarsatwebsite:www.inmarsat.com/cs/groups/inmarsat/documents/assets/018980.pdf

In addition, a useful resource on Inmarsat informationisavailableat:www.inmarsat.com/services/maritime-safety/maritime-safety-services.



10 RECEpTION OF SafetyNET10.1 In order to receive SafetyNET traffic

automatically, the ship’sEGC receivermustbeconfiguredasfollows.

10.1.1 Ifoperatinginanareacoveredbytwosatelliteocean regions,users should elect to receiveSafetyNETtrafficfromtheappropriatesatellite.

10.1.2 If theSESisnot interfacedtoaGPSreceiverfor automatic position update, the ship’spositionmustbekeyed–inmanuallyatperiodicintervals.

10.1.3 Iftheship’spositionhasnotbeenupdatedformorethan12h,allgeographicallyaddressedmessageswithprioritieshigher than routinewithintheentireoceanregionwillbeprintedout.SOLASvesselsarerequiredtoupdatetheirSESpositionsatleastonceevery4hwhenat

sea,unlessitisupdatedautomaticallybyGPS.Itisalsorecommendedthatthereceiverremaininoperationwhilsttheshipisinport.

10.1.4ConfiguretheSEStoreceivecoastalwarningsaspertheinstructionmanualnotingthattheRCCandBureauofMeteorologywillutiliseutilisethefollowingcodes:

i) CoastalcoverageareaasperFigure33.

ii) “Nav.Warnings”forCoastal(AUSCOAST)warnings.

iii) “AdditionalNav.Warnings” for Local(SSM)warnings.

iv) “SAR”forsearchandrescuemessages.

v) “Met forecasts” forweather in theBassStrait, and coastal Western Australia and NorthernTerritory.

""""

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"

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""

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""" " "" " "

""" "

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Eucla

Wooli

Bowen

Nelson

Wallal

Stanley

Gabo Is

Walpole

Wyndham

Elliston

Kalbarri

Cardwell

Kuri Bay

Cape Don

Tasman Is

Ulladulla

Two Rocks

Sandy Cape

Cape Otway

Cape JaffaCape Borda

EdithburghBremer Bay

Broken BayDawesvilleSeal Rocks

Smoky CapeJurien Bay

Sandy Cape

Montague Is

Cape Carnot

Fowlers Bay

Cape Cuvier

St Lawrence

Cape Wessel Crab IslandSharp Point

Low Rocky Pt

St Helens Pt

Port Hacking

Point DangerCape MoretonDouble Is Pt

Cape Preston

Cape Portland

Israelite Bay

Burnett Heads

Cape MelvilleCape Keerweer

Groote Eylandt

South East Cape

North West Cape

Cape Naturaliste

Cape Tribulation

Daly River Mouth

Wilsons Promontory

Corny Point

Murray Mouth

Wineglass Bay

Lakes Entrance

Sellicks Beach

Eddystone Point

Cape WilloughbyCape Catastrophe

WA

NT

QLD

NSW

VIC

TAS

SA

Marine HF Radio StationsVMW Wiluna

VMC Charleville

Western AreaHigh Seas

Northern AreaHigh Seas

South Eastern AreaHigh Seas

North Eastern AreaHigh Seas

AustraliaMarine Forecast Zones

Copyright Commonwealth of Australia 2013, Bureau of Meteorologyc

!VMW !VMC

NE

SE

NW

SW

Gulf ofCarpentaria

Coastal Forecast Boundaries

High Seas Boundaries

Figure 36 – Australia Marine Forecast Zones




11 pROpOSED NEW NAvAREA X COASTAl WARNING AREA ‘p’

“In late 2012, International HydrographicOrganization’sWorld-WideNavigationalWarningServiceSub-Committee(WWNWS)agreedtoarequestby PapuaNewGuinea, to establish an InmarsatSafetyNETserviceforthebroadcastofMaritimeSafetyInformationcoveringthewatersimmediatelyadjacenttoPNGwithinNAVAREAX.Theapprovalprovidesfor,PapuaNewGuineatobroadcastMaritimeSafetyInformationon a trial basis, for approximately 12months,underanInitialOperatingCapability(IOC)certificate.Subjecttoafavourablereport,thegrantofaFullOperatingCapability(FOC)certificatewouldthenbeconsidered.

ThiswouldbeprovidedviaInmarsatSafetyNETEGCvia thePacificOcean satelliteuponon receipt andrepeatedatscheduledtimesat1000(or1100)and2200(or2300)UTCdaily.

In addition, Maritime Safety Information is planned tobetransmittedfromMRCCPortMoresbyviaHFtransmittersinPapuaNewGuineaonthe4,6,8and12MHzfrequencybands.Plannedservicetocommencein2014.

Theareaproposed to coveredby thesebroadcastswouldbeknownasareaCoastalWarningArea‘P’asshowninFigure37below.

Figure 37 proposed new NAVAREA X Coastal Warning Area ‘P’

128 Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 129Australian Global Maritime Distress and Safety System (GMDSS) Handbook 2013 129

phONETIC AlphAbET AND FIGuRE CODE

Appendix 3

phONETIC AlphAbETWhenitisnecessarytospelloutcallsignsandwordsthefollowingletterspellingtableshouldbeused.

Letter to be transmitted

Code word to be used

Spokenas(The syllables to

be emphasised are underlined)

A Alfa AL FAH

B Bravo BRAH VOH

C Charlie CHAR LEE or SHAR LEE

D Delta DELL TAH

E Echo ECK OH

F Foxtrot FOKS TROT

G Golf GOLF

H Hotel HOH TELL

I India IN DEE AH

J Juliett JEW LEE ETT

K Kilo KEY LOH

L Lima LEE MAH

M Mike MIKE

N November NO VEM BER

O Oscar OSS CAH

P Papa PAH PAH

Q Quebec KEH BECK

R Romeo ROW ME OH

S Sierra SEE AIR RAH

T Tango TANG GO

U Uniform YOU NE FORM or OO NEE FORM

V Victor VIK TAH

W Whiskey WISS KEY

X X-ray ECKS RAY

Y Yankee YANG KEY

Z Zulu ZOO LOO

Table 14 - Phonetic Alphabet

FIGuRE CODEWhenitisnecessarytospelloutfiguresormarks,thefollowingtableshouldbeused.

Figure or Marktobe

Transmitted

Code Word to be Used

Spokenas(The syllables to

be emphasised are underlined)

0 Nadazero NAH-DAH-ZY-ROH

1 Unaone OO-NAH-WUN

2 BISSOTWO BEES-SOH-TOO

3 Terrathree TAY-RAH-TREE

4 Kartefour KAR-TAY-FOWER

5 Pantafive PAN-TAH-FIVE

6 Soksisix SOK-SEE-SIX

7 Settleseven SAY-TAY-SEVEN

8 Oktoeight OK-TOH-AIT

9 Novenine NO-VAY-NINER

Decimal Point Decimal DAY-SEE-MAL

Full Stop Stop STOP

Table 15 - Figure Codes


Appendix 4 Standard marine communication phrases


STANDARD MARINE COMMuNICATION phRASES

Appendix 4

STANDARD MARINE COMMuNICATION phRASESIn the interestsofaccuracy,brevityandclarity it issound practice for operators to use the Standard Marine Communication Phrases (SMCP)whenpossible.

Aselectionofthestandardvocabularyandphrasesiscontainedinthefollowingparagraphs.

Message MarkersIfnecessary,messagespassedbyradiotelephonymaybeprecededbythefollowingmessagemarkers.

“Question” Indicatesthefollowingmessageisofinterrogativecharacter.

“Answer” Indicatesthatthefollowingmessageisthereplytoapreviousquestion.

“Request” Indicates that the content of thefollowingmessageisaskingforactionwithrespecttotheship.

“Information” Indicatesthatthefollowingmessageisrestrictedtoobservedfacts.

“Intention” Indicatesthatthefollowingmessageinforms others about immediate navigational actions intended tobetaken.

“Warning” Indicatesthatthefollowingmessageinforms other traffic participants aboutdangers.

“Advice” Indicatesthatthefollowingmessageimplies the intention of the sender to influence the recipient(s) by a recommendation.

“Instruction” Indicatesthatthefollowingmessageimplies the intention of the sender to influence the recipient(s) by a regulation.

Responses

Wheretheanswertoaquestionisintheaffirmative,say:“Yes”followedbytheappropriatephraseinfull.

Where theanswer toaquestion is in thenegative,say:“No”followedbytheappropriatephraseinfull.

Wheretheinformationisnotimmediatelyavailable,butsoonwillbe,say:“Standby”.

Wheretheinformationcannotbeobtained,say:“Noinformation”.

Where amessage isnotproperlyheard, say: “Sayagain”.

Whereamessageisnotunderstood,say:“Messagenotunderstood”.

Miscellaneous phrases

Whatisyourname(andcallsign)?

Howdoyoureadme?Ireadyou.... bad/1 poor/2 fair/3 good/4 excellent/5

Standbyonchannel....

Changetochannel....

I cannot readyou (passyourmessage through..../Advisetrychannel....)Icannotunderstandyou.Pleaseuse the Standard Marine Communications Phrases/International Code of Signals.

Iampassingamessageforvessel....

CorrectionIf amistake ismade in amessage, say: “mistake”followedbytheword:“correction”,plusthecorrectmessage.


Appendix 4 Standard marine communication phrases

RepetitionIfanypartsofthemessageareconsideredsufficientlyimportanttoneedparticularemphasis,usetheword“repeat”,e.g.“Donotrepeatdonotovertake”.

PositionWhenlatitudeandlongitudeareused,theseshouldbeexpressedindegreesandminutes(anddecimalsofaminute,ifnecessary),northorsouthoftheEquatorandeastorwestofGreenwich(zerodegreeslongitude).

When the position is related to a mark, the mark shall beawell-definedchartedobject.Thebearingshallbeinthe360-degreenotationfromtruenorthandshallbethatofthepositionfromthemark.

CoursesCoursesshouldalwaysbeexpressedinthe360-degreenotation from truenorth (unlessotherwise stated).Whetherthisisto,orfrom,amarkcanbestated.

BearingsThebearingof themarkorvesselconcerned is thebearing in the360-degreenotation from truenorth(unlessotherwisestated),exceptinthecaseofrelativebearings.

Bearingsmaybeeither from themarkor from thevessel.

DistancesDistancesshouldbeexpressed innmilesorcables(tenthsofanmile).Theunitshouldalwaysbestated.

SpeedSpeed shouldbe expressed inkn (without furthernotationmeaningspeedthroughthewater).“Groundspeed”meaningspeedovertheground.

NumbersNumbers shouldbe transmittedby speaking eachdigitseparately,e.g.“onefivezero”for150.

Geographical namesPlace names used should be those on the chartor SailingDirections in use. Should these not beunderstood,latitudeandlongitudeshouldbeused.

TimeTime should be expressed in the 24-h notationindicatingwhetherUTC, zone-timeor local shoretimeisbeingused.


MARITIME IDENTIFICATION DIGITS

Appendix 5

MID ALLOCATED TO

100-200 Not allocated

201 Albania (republic of)

202 Andorra(Principalityof)

203 Austria

204 Azores-Portugal

205 Belgium

206 Belarus(Republicof)

207 Bulgaria(People’sRepublicof)

208 VaticanCityState

209 Cyprus(Republicof)


211 Germany(FederalRepublicof)


213 Georgia

214 Moldova(Republicof)

215 Malta

216 Armenia (republic of)

217 Not allocated

218 Germany(FederalRepublicof)

219 Denmark

220 Denmark


224 Spain

225 Spain

226 France

227 France

228 France

229 Malta

230 Finland

231 Faroe Islands

232 UnitedKingdomofGreatBritainandNorthern Ireland

MID ALLOCATED TO




236 Gibraltar-UnitedKingdomofGreatBritainandNorthernIreland

237 Greece

238 Croatia(Republicof)

239 Greece

240 Greece

241 Greece

242 Morocco(Kingdomof)

243 Hungary

244 Netherlands(Kingdomofthe)



247 Italy

248 Malta

249 Malta

250 Ireland

251 Iceland

252 Liechtenstein(Principalityof)

253 Luxembourg

254 Monaco(Principalityof)

255 Madeira-Portugal

256 Malta

257 Norway

258 Norway

259 Norway

260 Not allocated

261 Poland(Republicof)

Country codes used in DSC and AIS identification numbers


Appendix 5 Maritime identification digits

MID ALLOCATED TO

262 Montenegro

263 Portugal

264 romania

265 Sweden

266 Sweden

267 SlovakRepublic

268 San Marino (republic of)

269 Switzerland(Confederationof)

270 CzechRepublic

271 Turkey

272 Ukraine

273 russian Federation

274 TheformerYugoslavRepublicofMacedonia

275 Latvia(Republicof)

276 Estonia(Republicof)

277 Lithuania (republic of)

278 Slovenia(Republicof)

279 Serbia (republic of )


301 Anguilla-UnitedKingdomofGreatBritainandNorthernIreland

302 Not allocated

303 Alaska (State of) United States of America

304 AntiguaandBarbuda

305 AntiguaandBarbuda

306 Curaçao–Netherlands(Kingdomofthe)

306 SintMaarten(Dutchpart)–Netherlands(Kingdomof)

306 Bonaire,SintEustatiusandSaba–Netherlands(Kingdomof)

307 Aruba–Netherlands(Kingdomof)

308 Bahamas(Commonwealthofthe)


310 Bermuda-UnitedKingdomofGreatBritainandNorthernIreland


312 Belize

MID ALLOCATED TO

313 Not allocated

314 Barbados

315 Not allocated

316 Canada


319 CaymanIslands-UnitedKingdomofGreatBritainandNorthernIreland

320 Not allocated

321 CostaRica

322 Not allocated

323 Cuba

324 Not allocated

325 Dominica(Commonwealthof)

326 Not allocated

327 DominicanRepublic

328 Not allocated

329 Guadeloupe(FrenchDepartmentof)-France

330 Grenada

331 Greenland-Denmark

332 Guatemala(Republicof)

333 Not allocated

334 Honduras (republic of)

335 Not allocated

336 Haiti (republic of)

337 Not allocated

338 United States of America

339 Jamaica

340 Not allocated

341 SaintKittsandNevis(Federationof)

342 Not allocated

343 Saint Lucia

344 Not allocated

345 Mexico

346 Not allocated

347 Martinique(FrenchDepartmentof)

348 Montserrat-UnitedKingdomofGreatBritainandNorthernIreland



MID ALLOCATED TO

349 Not allocated

350 Nicaragua

351 Panama(Republicof)







358 PuertoRico–UnitedStatesofAmerica

359 ElSalvador(Republicof)

360 Not allocated

361 SaintPierreandMiquelon(TerritorialCollectivityof)-France

362 TrinidadandTobago

363 Not allocated

364TurksandCaicosIslands-UnitedKingdomofGreatBritainandNorthern Ireland

365 Not allocated









374 Not allocated

375 SaintVincentandtheGrenadines



378BritishVirginIslands-UnitedKingdomofGreatBritainandNorthern Ireland

379 UnitedStatesVirginIslands–UnitedStates of America


401 Afghanistan

402 Not allocated

MID ALLOCATED TO

403 SaudiArabia(Kingdomof)

404 Not allocated

405 Bangladesh(People’sRepublicof)


408 Bahrain(Kingdomof)

409 Not allocated

410 Bhutan(Kingdomof)

411 Not allocated

412 China(People’sRepublicof)



415 Not allocated

416 Taiwan(ProvinceofChina)-China(People’sRepublicof)

417 SriLanka(DemocraticSocialistrepublic of)

418 Not allocated

419 India (republic of)


422 Iran (Islamic republic of)

423 AzerbaijaniRepublic

424 Not allocated

425 Iraq(Republicof)


428 Israel (State of)


431 Japan

432 Japan

433 Not allocated

434 Turkmenistan

435 Not allocated

436 Kazakhstan(Republicof)

437 Uzbekistan(Republicof)

438 Jordan(HashemiteKingdomof)

439 Not allocated

440 Korea(Republicof)

441 Korea(Republicof)

442 Not allocated



MID ALLOCATED TO

443 StateofPalestine(InaccordancewithResolution99Rev.Guadalajara,2010)

444 Not allocated

445 DemocraticPeople’sRepublicofKorea

446 Not allocated

447 Kuwait(Stateof)


450 Lebanon

451 KyrgyzRepublic

452 Not allocated

453 Macao(SpecialAdministrativeRegionofChina)-China(People’sRepublicof)

454 Not allocated

455 Maldives(Republicof)

456 Not allocated

457 Mongolia

458 Not allocated

459 Nepal(FederalDemocraticRepublicof)

460 Not allocated

461 Oman (Sultanate of)

462 Not allocated

463 Pakistan(IslamicRepublicof)


466 Qatar(Stateof)

467 Not allocated

468 Syrian Arab republic

469 Not allocated

470 UnitedArabEmirates

471 Not allocated

472 Tajikistan (republic of)

473 Yemen(Republicof)

474 Not allocated

475 Yemen(Republicof)

476 Not allocated

477HongKong(SpecialAdministrativeRegionofChina)-China(People’srepublic of)

478 BozniaandHerzegovina

MID ALLOCATED TO


501 AdelieLand-France

502 Not allocated

503 Australia


506 Myanmar (Union of)

507 Not allocated

508 BruneiDarussalam

509 Not allocated

510 Micronesia (Federated States of)

511 Palau(Republicof)

512 NewZealand

513 Not allocated

514 Cambodia(Kingdomof)

515 Cambodia(Kingdomof)

516 ChristmasIslands(IndianOcean)-Australia

517 Not allocated

518 CookIslands–NewZealand

519 Not allocated

520 Fiji (republic of)


523 Cocos(Keeling)Islands-Australia

524 Not allocated

525 Indonesia (republic of)


529 Kiribati(Republicof)

530 Not allocated

531 LaoPeople’sDemocraticRepublic

532 Not allocated

533 Malaysia


536Northern Mariana Islands (Commonwealthofthe)–UnitedStates of America

537 Not allocated

538 Marshall Islands (republic of the)

539 Not allocated



MID ALLOCATED TO

540 NewCaledonia-France

541 Not allocated

542 Niue–NewZealand

543 Not allocated

544 Nauru (republic of)

545 Not allocated

546 FrenchPolynesia-France

547 Not allocated

548 Philippines(Republicofthe)


553 PapuaNewGuinea

554 Not allocated

555 PitcairnIsland-UnitedKingdomofGreatBritainandNorthernIreland

556 Not allocated

557 Solomon Islands

558 Not allocated

559 AmericanSamoa–UnitedStatesofAmerica

560 Not allocated

561 Samoa (Independent State of)

562 Not allocated

563 Singapore(Republicof)




567 Thailand


570 Tonga(Kingdomof)

571 Not allocated

572 Tuvalu

573 Not allocated

574 Vietnam(SocialistRepublicof)

575 Not allocated

576 Vanuatu(Republicof)

577 Vanuatu(Republicof)

578 Wallis and Futuna Islands


MID ALLOCATED TO

601 South Africa (republic of)

602 Not allocated

603 Angola(Republicof)

604 Not allocated

605 Algeria(People’sDemocraticRepublicof)

606 Not allocated

607 SaintPaulandAmsterdamIslands-France

608 AscensionIsland-UnitedKingdomofGreatBritainandNorthernIreland

609 Burundi(Republicof)

610 Benin(Republicof)

611 Botswana(Republicof)

612 CentralAfricanRepublic

613 Cameroon(Republicof)

614 Not allocated

615 Congo(Republicofthe)

616 Comoros(Unionofthe)

617 CapeVerde(Republicof)

618 CrozetArchipelago-France

619 Côted’Ivoire(Republicof)

620 Not allocated

621 Djibouti(Republicof)

622 Egypt(ArabRepublicof)

623 Not allocated

624 Ethiopia(FederalDemocraticRepublicof)

625 Eritrea

626 GaboneseRepublic

627 Ghana

628 Not allocated

629 Gambia(Republicofthe)

630 Guinea-Bissau(Republicof)

631 EquatorialGuinea(Republicof)

632 Guinea(Republicof)

633 BurkinaFaso

634 Kenya(Republicof)



MID ALLOCATED TO

635 KerguelenIslands-France

636 Liberia (republic of)

637 Liberia (republic of)


642 Libya

643 Not allocated

644 Lesotho(Kingdomof)

645 Mauritius (republic of)

646 Not allocated

647 Madagascar(Republicof)

648 Not allocated

649 Mali (republic of)

650 Mozambique(Republicof)


654 Mauritania (Islamic republic of)

655 Malawi

656 Niger(Republicofthe)

657 Nigeria(FederalRepublicof)

658 Not allocated

659 Namibia (republic of)

660 Reunion(FrenchDepartmentof)-France

661 Rwanda(Republicof)

662 Sudan (republic of the)

663 Senegal(Republicof)

664 Seychelles (republic of)

665 SaintHelena-UnitedKingdomofGreatBritainandNorthernIreland

666 SomaliDemocraticRepublic

667 Sierra Leone

668 SaoTomeandPrincipe(Democraticrepublic of)

669 Swaziland(Kingdomof)

670 Chad(Republicof)

671 TogoleseRepublic

672 Tunisia

673 Not allocated

674 Tanzania(UnitedRepublicof)

MID ALLOCATED TO

675 Uganda(Republicof)

676 DemocraticRepublicoftheCongo

677 Tanzania(UnitedRepublicof)

678 Zambia(Republicof)

679 Zimbabwe(Republicof)


701 ArgentineRepublic


710 Brazil(FederativeRepublicof)


720 Bolivia(PlurinationalStateof)


725 Chile


730 Colombia(Republicof)


735 Ecuador


740FalklandIslands(Malvinas)-UnitedKingdomofGreatBritainandNorthern Ireland


745 Guiana(FrenchDepartmentof)-France


750 Guyana


755 Paraguay(Republicof)


760 Peru


765 Suriname (republic of)


770 Uruguay(EasternRepublicof)


775 Venezuela(BolivarianRepublicof)



AuSTRAlIAN GMDSS COuRSES

Appendix 6

1. INTRODuCTION

1.1 The course 2.5 2.5 1.thebackgroundandpurposeoftheGMDSS –definitionofseaareas(A1,A2,A3andA4) –datesofimplementation 2.StatetherequirementsforradioinstallationsintheGMDSS –detailsofcarriagerequirements –communicationsequipmentusedineachseaarea –methodsofdistress,urgencyandsafetyalerting 3. StatethecertificationrequirementsintheGMDSS

2. pRINCIplES OF MARITIME RADIOCOMMuNICATIONS

2.1 Principles and basic features of the maritime mobile service 5.5 2.5

1.StatethetypesofcommunicationsintheMaritimeMobileService –distress,urgencyandsafety –publiccorrespondence –portoperationsservice –shipmovementservice –inter-shipcommunications – on-board communications

2.StatetypesofstationintheMaritimeMobileService –shipstations – coast stations –pilotstations,portstations – aircraft stations – Rescue Coordination Centres (RCCs)

3.Showanelementaryknowledgeoffrequenciesandfrequencybands –theconceptoffrequency –equivalencebetweenfrequencyandwavelength – units of measurement Hz, kHz, MHz, GHz –subdivisionoftheRFspectrum:MF,HF,VHF,UHF,SHF

CoursehoursLearningObjective Student

withoutRPL*

Student with RPL*

*RECOGNITION OF PRIOR LEARNING (RPL)ToobtainRPL,thetraineeshouldbeaqualifiedDeckOfficerorapersontrainingtobeaDeckOfficer,andshouldholdaMarineRadioOperator’sCertificateofProficiency(MROCP)aftercompletingtherelevantcourseatanAustralianMaritimeCollegewithintheproceeding5years.


Appendix 6 Australian gmdss courses

4. Characteristicsofradiopropagation – describebasicpropagationmechanisms – describeactionoftheionosphere – describeactionofgroundwaves,skywavesandspacewaves – detailpropagationmechanismsaccordingtofrequency – staterelevantpropagationmechanismsat:LF,MF,HF,VHF – describe Maximum Useable Frequency (MUF) – describeOptimumTrafficFrequency(OTF)andcalculation – describehowtoselectthecorrectfrequencybandsforshort,mediumandlongrange

communicationbydayandnight – describepurposeandoperationofAutomaticGainControl – detail frequencies used for satellite communications

5. Differenttypesofmodulationandemission – list classes of emission – describecarrierandbandwidthofemission – listofficialdesignationsofemission(e.g.F1B,J3E,F3E,A3E,A1Aetc) – unofficialdesignationsofemission(e.g.TLX,SSB,AM,CWetc) – statetheusesandrestrictionsfordifferentemissionsaccordingtofrequencyand

purposeinthemaritimebands

6. Knowledgeoftheroleofthevariousmodesofcommunications – DSC – Radiotelephony – NBDP – Data – Test calls

7. Frequencyallocationsinthemaritimemobilebands– describetheusageofbandsandfrequenciesintheMMservice– describetheconceptofduplex,simplex,pairedfrequenciesandITUchannels– describethecorrectusageoffrequencies,frequencybandsandmodesofemissionfor

maritimecommunicationsasrequiredbytheradioregulationslistfrequenciesfor routinecallandreply

– FrequenciesforDistress,UrgencyandSafetyforGMDSS

2.2 Principles and basic features of the Maritime Mobile Service 1.0 1.0

1. Basicoperationofsatellitecommunications– describetheInmarsatsystem– listtheservicesavailableonInmarsatB/Fleet55,M,CandE– describethefunctionoftheEGCsystem– describedistress,urgencyandsafetycommunicationsbysatellite

2. ListtypesofstationintheMaritimeMobileSatelliteService – LESandtheirfunctions – NCSandtheirfunctions

– SESandtheiroperation


withoutRPL*

Student with RPL*




2.3 Global Maritime Distress and Safety System 3.5 3.51. Functionalrequirementsofshipstations – detailequipmentspecification – statedefinitionofcoverageandseaareasforDSC – statedetailsofcarriagerequirementsinrelationtomaintenanceoptions – describe MSI services – statewatchkeepingproceduresasdefinedintheRadio RegulationsandSTCWcode2. Sourcesofpower – describereservepowersupplies,capacityanddurationasdefinedbySOLASIV – describeprohibitionsontheconnectiononnon-GMDSSequipment

3. Meansofensuringavailabilityofshipstationequipment – describeequipmentduplication – describemaintenancestrategiesandrequirementsfortheGMDSSasdefinedin

SOLASandtheRadio Regulations4. Describeprimary/secondarymeansofalerting5. Shiplicencesandsafetyradiocertificates – listdetailsshownontheshiplicence – describerequirementsforsafetyradiocertificates6. Recordkeepingandlogbookdailyentries – listdetailsoflogbookdailyentries – listdetailsofotherperiodicentriestoincluderesultsofequipmenttests,etc.as

requiredbytheRadio Regulations.

3. GMDSS COMMUNICATION SYSTEMS 7.5 7.53.1 Purpose and use of DSC

1. Describe and demonstrate basic functions of DSC – DSCmessagetypes

– DSC call format – frequency select in call format – callacknowledgment – callrelayprocess

2.Describeanddemonstratecallformatspecifierandtypesofcall– distress call – allshipscall– call to individual station – DSC test call – geographicareacall– groupcall– calltoindividualstationusingautomaticservice

3.DescribetheMMSIandselectionofMMSIforcalling– MMSIsystemandselectionoftheMMSI– MIDs – shipstationallocationnumbers– groupcallingnumbers– coast station numbers


withoutRPL*

Student with RPL*




4. Listpriorityandcategoriesofcall – distress call –urgencycall – safety call –shipbusinesscall – routine call

5. Describeanddemonstratecalltelecommandandtrafficinformation – distress calls –undesignateddistressmessages –designateddistressmessages – distress co-ordinates – time and validity of distress co-ordinates –othercallsandmessages –workingfrequencyandchannelselection

6. DescribeDSCfacilitiesandusage –channel70instantalertselector –the2187.5kHzinstantalertselector – multi-frequency HF DSC alert –manualselectionofmodesforfurthercommunication –methodsofDSCdataentryandretrieval: -updatingvesselposition, -enteringpresetmessage, -enteringtrafficinformation, -reviewingreceivedinformation –DSCwatchkeepingfunctionsandcontrols

3.2 General principles of NBDP 3.5 3.5 1. Describe and demonstrate NBDP systems – automatic systems – semi-automatic systems – manual systems – ARQ mode – FEC mode –informationsending/receiving –shoreandshipstationprocedures –selcallnumbersforcoastandshipstations –answerbackprocedures – controls and indicators

3.3 Knowledge and use of Inmarsat systems 6.0 6.0 1. Inmarsat satellite systems and network –describethebasicfeaturesoftheInmarsatnetwork,including;extentofglobal coverage,oceanregions,NCS. –provideoverviewofInmarsatB/Fleet77,CandMsystems –describeuseofdifferentInmarsatsystemswithintheGMDSS


withoutRPL*

Student with RPL*




2. Describe Inmarsat B/Fleet77 SES –componentsofanInmarsat B/Fleet77 SES –methodsofacquiringsatellitebothmanuallyandautomatically –usageofInmarsat B/Fleet77 SES –distressprocedures –useof2digitcodeservices –basicprocedureforsendingandreceivingtelexmessages –basicproceduresformakingatelephonecall

3. Describe and demonstrate an Inmarsat-C SES –componentsofanInmarsat-CSES –enteringandupdatingship’spositionbothmanuallyandautomatically –usageofInmarsat-CSES –distressprocedures –sendingandreceivingInmarsat-Ctextmessages –useof2digitcodeservices – overview of SafetyNET and FleetNET services –datareportingandmessagingusingInmarsat-C

4. Describe and demonstrate an EGC receiver –componentsofanEGCreceiver –enteringandupdatingpositionbothmanuallyandautomatically –usage

3.4 Knowledge and practical use of ship station equipment 9.5 6.0 1.Describeanddemonstratethepurposeanduseofwatchkeepingreceivers: –thecontrolsandusageofaVHFDSCwatchreceiver –thecontrolsandusageofanMF/HFDSCwatchreceiver

2.DescribetheusageandfunctionoftheVHFinstallation: –usageofcontrols –selectionofchannels – DSC facilities 3.DescribetheusageandfunctionoftheMF/HFinstallation: – use and selection of frequencies – use and functions of controls –connectionofpower –selectingreceivefrequency –selectingtransmitfrequency –selectingITUchannelnumber –tuningthetransmitter –selectingclassofemission –useofclarifierorreceiverfinetuning –controllingRFgain –usingAGC –using2182kHzinstantselector –usingthealarmgenerator –selectionoftransmitterpowerlevel

CoursehoursStudent withoutRPL*

Student with RPL*

LearningObjective




CoursehoursLearningObjective

4.Describeanddemonstratesurvivalcraftradioequipment: –portable two-way VHF transceivers – transceiver on 121.5 and 123.1 MHz –operationanduseofSARTs: -listthemaintechnicaldetails, -explainoperatingheightandrangeconsiderations, -describetheeffectofaradarreflector, -describetheradarscreenindication, -describeSARTtestingprocedures, -describeroutinemaintenanceprocedures:checking batteryexpirydate

–operationanduseofAIS-SARTs:-listthemaintechnicaldetails, -explainoperatingheightandrangeconsiderations, -describetheradarscreenindication, -describeAIS-SARTtestingprocedures, -describeroutinemaintenanceprocedures:checking batteryexpirydate 5.DescribetheCOSPAS-SARSATsystemandEPIRBs –thebasicoperationofthesystem –theoperationofa406MHzEPIRB –theinformationcontentofadistressalert –theregistrationandcodingofa406MHzEPIRB –manualoperation –floatfreefunction –thecorrectuseofthelanyard –routinemaintenanceprocedures:-testingrequirementandtestoperation, -checkingbatteryexpirydates, -cleaning/checkingfloatfreemechanism -elementaryfaultrepairsuchasreplacementof user-accessiblefusesandindicatorlampsandthelike -useoftestequipment,metersetc. 6.DescribetheInmarsatEEPIRB –thebasicoperationofthe1.6GHzEPIRB –theinformationcontentofadistressalert –registrationandcodingofInmarsatEEPIRBs –floatfreefunction: -describeprecautionstakentoavoidfalsedistressalerts, -safehandlingprocedures, -transportationprecautions 7. Describe additional EPIRB features: –121.5MHzhoming –strobelight – Australian requirementsforcarriageinliferafts

8. Describe basic antenna systems: – insulators –VHFwhipantennas –MF/HFwhipantennas – MF/HF wire antennas –constructionofanemergencyantenna – satellite antennas

Student withoutRPL*

Student with RPL*




9.Describeanddemonstratebatterystoragesystems: –differenttypesofbatteries –characteristicsofdifferentbatterytypes –chargingofbatteries –batterychargingmethods –maintenanceandmonitoringofbatteries

3.5 Fault location and rectification on marine electronic equipment 2.0 2.0 1.Demonstrateproficiencyinbasicfaultrecognition – use of manufacturers documentation to locate faults – use of built in test facilities –replacementoffusesandindicatorlamps –basicknowledgeoflocationofmajorcomponents

4. OTHER GMDSS EQUIPMENT 2.5 2.5

4.1 MSI services 1.PurposeanduseofMSIservices –describemessagetypescontainingMSI – list availability of MSI services –describeuseofpublisheddataonMSIservices

2.Describeservicesavailableandmethodsoftransmission – MSI by satellite – MSI by MF and HF – MSI by HF telex

3.OperationanduseoftheNAVTEXsystem –describeoperationoftheNAVTEXreceiver – list frequencies –describecoverageareasoftransmissions –staterangeoftransmitters –describemessageformatandidentification: -selectionoftransmitters, -selectionofmessagetypes, -messagetypeswhichcannotberejected – describe use of receiver controls –demonstratemethodofchangingpaper

4.OperationanduseoftheinternationalSafetyNETsystem – describe EGC facilities –programEGCreceiver/InmarsatCequipmentforreceptionofEGC/SafetyNETbroadcasts –updateshipspositionbothmanuallyandautomatically –selectmodeforEGCreception


withoutRPL*

Student with RPL*




5. DISTRESS ALERTING 1.5 1.0

5.1 SAR operation 1.DescribetheroleoftheRCC –knowledgeofSARsystemsworldwide –knowledgeofSARsysteminterconnection 2.DescribetheroleofSARunits – IAMSAR Manual (vol. 3) 3.Describetheuseandmethodofshipreportingsystems – AUSREP transition to MASTREP, REEFREP and AMVER, etc

5.2 GMDSS terrestrial distress, urgency and safety procedures 5.0 2.0 1. Describe and demonstrate distress communication and DSC alerts –definitionofadistressalert/distressmessage – transmission of a distress alert –transmissionofashoretoshipdistressalertrelay – transmission of a distress alert by a station not itself in distress –receiptandacknowledgmentbyashorestation –receiptandacknowledgmentbyashipstation –preparationsforhandlingdistresstraffic –distresstrafficterminology – NBDP communications – on-scene communications

2.Describeurgencyandsafetycommunications –themeaningofurgencyandsafetycommunications –proceduresforDSCandNBDPurgencyandsafetycalls –urgencycommunications –medicaltransports – safety communications

3.Describeradiotelephonyproceduresfordistress,urgencyand safety communications –theradiotelephone2182kHz2-tonealarmsignal –thedistresssignal –thedistresscall –thedistressmessage –acknowledgmentofdistressmessages –distresstrafficterminology – transmission of a distress alert by a station not itself in distress – request for medical advice 4.DescribetheuseofInternationalPhoneticAlphabet

Expandedto include NBDP procedures


Student with RPL*

CommentsLearningObjective




5.3 GMDSS satellite distress, urgency and safety communication procedures 2.0 2.0 1.DescribetheB/Fleet77shipearthstationalertingfunctions: •distressandsafetyprocedures •methodsofinitiatingalerts •satelliteacquisition •telexandtelephonydistresscalls •telexandtelephonyurgencyandsafetycalls •proceduresforpreparationofcalls •detailsofRescueCoordinationCentres(RCCs)associatedwith LandEarthStations(LESs)

2.DescribeanddemonstrateInmarsat-Cshipearthstationalertingfunctions: •distressandsafetyprocedures •methodsofinitiatingalerts •satelliteacquisition •sendingadistressprioritymessage •Inmarsat-Csafetyservices •specialaccesscodes(SACs)andtheirpurpose

5.4 Protection of distress frequencies and avoidance of false distress alerts 1.0 1.0

1.Describemethodsofpreventingfalsedistressalerts

2.Describeprocedurestominimisetheeffectofafalsedistressalert 3.DescribetestingproceduresforGMDSSequipmentandproceduresfor avoidingfalsedistressalertsduringtesting

4.Stateprohibitionsontransmissionsduringdistresstraffic

5.Stateprocedurestoavoidharmfulinterference

6.Stateregulationsregardingunauthorisedtransmissions

7.Stateguard-bandsprotectingdistressfrequencies

6. MISCELLANEOUS SKILLS AND OPERATIONAL PROCEDURES FOR 4.0 1.5 GENERAL COMMUNICATIONS

6.1 Ability to use the English language, written and spoken, for the exchange of communications relevant to the safety of life at sea and keyboard skills 1Abilitytouseastandardcomputerkeyboardfordataentryataspeedof 10 words a minute at 98% accuracy 2ExplaintheuseoftheIMOStandardMarineCommunicationPhrasesand theInternationalCodeofSignals 3Staterecognisedstandardabbreviationsandcommonlyusedservicecodes

.4DescribetheuseofInternationalPhoneticAlphabetandFigureCode


Student with RPL*

CommentsLearningObjective

Covered inothertraining





withoutRPL*

Student with RPL*

*RECOGNITION OF PRIOR LEARNING (RPL)ToobtainRPL,thetraineeshouldbeaqualifiedDeckOfficerorapersontrainingtobeaDeckOfficer,andshouldholdaMarineRadioOperator’sCertificateofProficiency(MROCP)aftercompletingtherelevantcourseatanAustralianmaritimecollegewithintheproceeding5years.

6.2 Obligatory procedures and practices

1.Explaintheuseofobligatorydocumentsandpublications –detailmethodsofupdatinginformation

2.Describeproceduresforradiorecordkeeping –detailslogbookrequirementsandmandatoryentries

3.Demonstrateaknowledgeoftheregulationsandagreementsgoverningthemaritime mobileserviceandthemaritimemobile-satelliteservice

6.3 Practical and theoretical knowledge of general communications procedures

1.Describetheuseofdocumentationtoreceivetrafficlistsandmeteorologicalinformation

2.Describeproceduresforradiotelephonecalls: –methodofcallingcoaststationbyradiotelephone –orderingamanuallyswitchedlinkcall –terminatingacall –specialfacilitiesavailablemethodsofcallingacoaststationbyDSCselectingan automaticradiotelephonecall

3.Describemethodsofcharging: –theinternationalchargingandaccountingsystem –theInmarsatchargingsystems –theAAICanduseofdocumentationtodetermine/verifyit –goldfrancsandspecialdrawingrightsetc

7 ASSESSMENTS 9.0 9.0

Descriptionsanddemonstrationsofallequipmentfunctionsmustbeaccompaniedby practicalsessionsforstudentswithguidancefromtheinstructor.

Thestudentsmustbegivenadequatetimetopracticethefunctionsandoperationof equipmentavailable.

Thewrittenandpracticalassessmentsmustbeconductedinaccordancewiththe establishedquestionbanksandpracticalassessmentschedules

TOTAL HOURS 66 53.5


RESERvE SOuRCE OF ENERGy

Appendix 7

INTERNATIONAL MARITIME ORGANIZATION

4 ALBERT EMBANKMENT LONDON SE1 7SR

Telephone: 0171-735 7611 Fax: 0171-587 3210 Telex: 23588 IMOLDN G

Ref. T2/6.0 COMSAR/Circ.16 4 March 1998

GUIDELINES ON THE CONFIGURATION OF THE RESERVE SOURCE OR SOURCES OF ENERGY USED

TO SUPPLY RADIO INSTALLATIONS ON GMDSS SHIPS

1 With a view to provide recommendations on the configuration of possible reserve source or sources of energy to be used for supplying radio equipment on GMDSS ships, the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), at its third session (23 to 27 February 1998), prepared the annexed Guidelines. 2 Member Governments are invited to bring the annexed Guidelines to the attention of classification societies, shipbuilders, shipowners, ship operators, shipping companies, manufacturers and shipmasters.

***


Appendix 7 Reserve source of energy

COMSAR/Circ.16

ANNEX

GUIDELINES ON THE CONFIGURATION OF THE RESERVE SOURCE OR SOURCES OF ENERGY USED TO SUPPLY RADIO INSTALLATIONS ON GMDSS SHIPS

1. INTRODUCTION

1.1 The radio reserve source or sources of energy should meet the requirements set out in regulation IV/13 of SOLAS 1974, as amended, and in IMO resolutions A.694(17) and A.702(17), as applicable, and should also comply with the following requirements.

1.2 The configuration of such reserve sources of energy could comply with recommendations of annexes 1, 2 and 3 of these guidelines, as applicable.

2. GENERAL

2.1 Where the reserve source or sources of energy consists of rechargeable accumulator batteries, the arrangement may consist either of batteries used solely in the absence of ships supply of electrical energy (see paragraph 3) or of batteries used in an uninterruptable power supply (UPS) configuration (see paragraph 4).

2.2 Only equipment specified in regulation IV/13 of SOLAS 1974, as amended, and paragraphs 2.1.1 and 2.1.2 of the annex to resolution A.702(17) may be connected to the reserve source or sources of energy.

2.3 Any ship's navigational or other equipment providing to the radio installation an input of information, which is needed to ensure its proper performance, should be connected to the ship's main and emergency supply and to the reserve source of energy to ensure an uninterruptable input of information.

2.4 To determine the electrical load to be supplied by the reserve source of energy for each radio installation required for distress conditions, the following formula should be applied:

½ of the current consumption necessary for transmission

+ the current consumption for reception

+ the current consumption of any additional loads.

2.5 If a manual change-over switch is provided in the configuration, this switch should be clearly marked and readily accessible to the operator.

3. BATTERIES USED SOLELY IN THE ABSENCE OF SHIP'S SUPPLY

3.1 A single battery may be provided for the radio installation specified in regulations IV/13.2, 13.4, 13.5, and 13.8 of SOLAS 1974, as amended. The capacity of the battery should be sufficient for the load determined in paragraph 2.4 in compliance with the requirements of regulations IV/13.2 and 13.4 of SOLAS 1974, as amended, taking in consideration duplication equipment when provided.

3.2 The charging current of the automatic battery charger should be sufficient to comply with regulation IV/13.6.1 for the load determined in paragraph 2.4 (see annex 2, paragraph 2.1).



COMSAR/Circ.16 ANNEX Page 2

3.3 The supply lines from the battery distribution panel to each radio installation of both the basic and the duplication equipment should be independent and fused separately.

3.4 In case of interruption of the ship's supply, as well as upon its recovery, the change-over between the radio reserve source of energy and the ship's supply may be manual or automatic.

3.5 The change-over between the ship's supply and the radio reserve source of energy should not require any of the equipment connected to it to be re-initialized manually and should not result in the loss of data stored in memory.

3.6 Any fault in the battery or battery charger should not impair or reduce the functional availability of any GMDSS equipment while energized from the ship's supply.

4. BATTERIES USED IN AN UNINTERRUPTABLE POWER SUPPLY (UPS) CONFIGURATION

4.1 A single UPS may be provided for the radio installation specified in regulations IV/13.2, 13.4, 13.5 and 13.8 of SOLAS 1974, as amended. The UPS should comply with the load determined in paragraph 2.4 and the requirements of regulations IV/13.2, 13.4 and 13.6 of SOLAS 1974, as amended, taking into consideration duplication equipment when provided.

4.2 To provide for a failure of the single UPS, a second UPS or means for direct supplying the radio installation from ship's main or emergency supply should be installed and be available permanently.

4.3 The change-over to the second UPS or to the ship's supplies may be manual or automatic.

4.4 This change-over should not require any of the equipment connected to it to be re-initialized manually and should not result in the loss of data stored in memory.

4.5 The capacity of the battery charger or chargers used in the UPS configuration should be sufficient to comply with regulation IV/13.6.1 for the load determined in paragraph 2.4 and that all equipment connected can be operated.

For guidance, the following may be used for determining the nominal current of the charger:

1/10 of the current consumption necessary for transmission

+ the current consumption for reception

+ the current consumption of any additional loads

+ the nominal charging current of the battery.

4.6 The supply lines from the UPS output to each radio installation of both the basic and the duplication equipment should be independent and fused separately.

5. ALARMS AND INDICATORS

5.1 Provision should be made for an aural alarm and visual indication at the position from which the ship is normally navigated, indicating an interruption of the ship's supply. It should not be possible to disable this alarm and indication. It should only be possible to acknowledge and silence the alarm manually. Both the alarm condition and indication should reset automatically when the ship's supply has been restored.



COMSAR/Circ.16 ANNEX

Page 3

ANNEX 1

RECHARGEABLE ACCUMULATOR BATTERIES

1. INTRODUCTION

1.1 Rechargeable accumulator batteries as installed should meet the general requirements set out in regulation IV/13 of SOLAS 1974, as amended, and in resolution A.694(17), as applicable and should also comply with the following requirements.

2. GENERAL

2.1 Any type or construction of batteries (e.g. lead acid, alkaline, maintenance free, traction, semi-traction, etc.) may be used as reserve source or sources of energy, taking into consideration the environmental conditions of the location where they are installed.

2.2 The capacity of the battery should be sufficient for the load determined in accordance with the annex, paragraph 2.4.

For guidance, the nominal battery capacity to comply with the minimum capacity requirements at all times is 1.4 times the load determined in paragraph 2.4 multiplied by the intended period of operation (1 hour or 6 hours in accordance with SOLAS IV/13.2).

2.3 The battery should maintain its rated capacity when inclined at any angle up to 22o in any orientation.

3. INSTRUCTIONS FOR RECHARGEABLE BATTERIES

3.1 An instruction manual which contains all necessary specifications of the batteries should be available on board. The information should include at least:

1. Capacity and temperature range within which the stated capacity is maintained for the specified operation period i.e. 1 hour or 6 hours;

2. Charging voltage and current limits in order to keep batteries fully charged while preventing overcharging;

3. Actual specific gravity of the electrolyte and/or cell voltages or the voltage of the fully charged battery;

4. Guidelines on how to carry out a controlled discharge test;

5. methods of determining the condition of charge of the battery, e.g. check of specific gravity of electrolyte (acid density) or check of battery cell voltages/battery voltages by using an accurate measuring instrument in accordance with the battery manufacturer's specifications;

6. Requirement for ventilation; and

7. Requirements for maintenance




4. MARKINGS

4.1 The batteries should be properly marked with type or construction, rated capacity (capacity for 1 hour discharge C1 and capacity for 5 hours discharge C5), and installation date. The marking must be visible after the batteries have been installed and during their lifetime.

4.2 A label warning of explosion danger should be displayed near the installed batteries.

5. INSTALLATION

5.1 When defining the minimum required battery capacity, consideration should be given to the expected extreme temperatures for the location of the battery and reduction of its capacity during its lifetime in addition to the loads which are to be connected to it.

5.2 The temperature range of the battery should be wider than the expected temperature range of the location where the battery is to be installed.

5.3 Equipment requiring lower voltage than the total voltage of the battery bank should not be connected to a part of the battery bank.

5.4 The batteries should be installed in an elevated position in the ship and as close to the radio equipment as possible.

5.5 An outdoor located battery case should be avoided due to considerable temperature variations.

5.6 Batteries of different types, different cell constructions, different capacities or different manufacturers should not be mixed in a battery bank.

5.7 Batteries of different types and different cell construction should not be installed in the same location if they can affect each other.

5.8 Sufficient ventilation for the battery should be provided, as required by the battery manufacturer.

5.9 Electrical installations including battery chargers, located in the battery room should be intrinsically safe.

5.10 Sufficient space between batteries and battery banks should be provided for carrying out inspections and maintenance. The batteries should be well braced to remain firmly fixed under all sea conditions.

5.11 The cabling from the batteries should be protected against earth- and short-circuits and be appropriately fused and installed according to recognized international standards∗. Battery cables should have sufficient dimensions to prevent voltage reduction at peak current consumption.

*IEC 92-101 and IEC 533.



COMSAR/Circ.16 ANNEX

Page 5

ANNEX 2

AUTOMATIC BATTERY CHARGERS

1. INTRODUCTION

1.1 Automatic battery chargers should meet the general requirements set out in regulation IV/13 of SOLAS 1974, as amended, and in resolution A.694(17), as applicable and should also comply with the following requirements.

2. GENERAL

2.1 The charger should be capable of recharging the completely discharged accumulator batteries to the minimum required capacity within 10 hours.

2.2 The charger should be capable of keeping the batteries appropriately charged as prescribed by the battery manufacturer for permanent automatic charging.

2.3 The supplied voltage and current should always be within the tolerance limits prescribed by the battery manufacturer, taking into account the environmental temperature of the battery, likely to be experienced in ship. A protection should be provided against overcharging or discharging of batteries from a possible fault in the charger.

3. CONTROL AND INDICATORS

3.1 The automatic charger should be provided with a visual indication that it is switched on.

3.2 Provision should be made for an aural alarm and visual indication at the position from which the ship is normally navigated, indicating when the charging voltage or current is outside the limits given by the battery manufacturer for automatic charging conditions. It should not be possible to disable this alarm and indication and it should only be possible to acknowledge and silence the alarm manually. Both the alarm condition and indication should reset automatically when normal charging condition has been restored. Failure of the alarm system should not interrupt the charging or discharging of batteries.

4. READINESS

4.1 The automatic charger should be operational within five seconds of switching on or after a power supply interruption.

5. SAFETY PRECAUTIONS

5.1 The automatic charger should be so designed and constructed that it is protected against damage resulting from disconnecting the batteries or, with the battery disconnected, short-circuiting the battery connections. If this protection is provided by electronic means it should automatically reset following removal of the open or short-circuit conditions.




ANNEX 3

UNINTERRUPTABLE POWER SUPPLIES (UPS)

1. INTRODUCTION

1.1 The UPS should meet the general requirements set out in regulation IV/13 of SOLAS 1974, as amended, and in resolution A.694(17), as applicable, and should also comply with the following requirements.

2. GENERAL

2.1 An uninterruptable power supply system (UPS) is defined as a device which for a specific period of time supplies continuous power to radio equipment independent of any power failures in the ship's main or emergency source of electric energy.

2.2 The UPS should comprise at least:

1. An automatic charger, complying with the requirements of paragraph 4.5 of these guidelines and of annex 2; and

2. Rechargeable accumulator batteries, complying with the requirements of annex 1.

3. CONTROLS AND INDICATORS

3.1 Provisions should be made for an aural alarm and visual indication at the position from which the ship is normally navigated, indicating any failure in the UPS which is not already monitored by the alarm and indicators required by paragraph 5 of these guidelines and by annex 2.

4. READINESS

4.1 The UPS should be operational within 5 s of switching on.

5. SAFETY PRECAUTIONS

5.1 The UPS should be so designed and constructed that it is protected against damage resulting from disconnecting the batteries or, with the battery disconnected, short-circuiting the UPS battery connections. If this protection is provided by electronic means it should automatically reset following removal of the open or short-circuit conditions.


Appendix 8 Guidelines for operational use of shipborne AIS


GuIDElINES FOR OpERATIONAl uSE OF ShIpbORNE AIS

Appendix 8


ASSEMBLY 22nd Session Agenda Item 9

A22/RES.917 25 January 2002 Original: ENGLISH

Resolution A.917(220) Incorporating Resolution A.956(23)

Adopted on 29 November 2001 Agenda Item 9

GUIDELINES FOR THE ONBOARD OPERATIONAL USE OF SHIPBORNE AUTOMATIC IDENTIFICATION SYSTEMS (AIS)

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety,

RECALLING ALSO the provisions of regulation V/19 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, requiring all ships of 300 gross tonnage and upwards engaged on international voyages and cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size to be fitted with an automatic identification system (AIS), as specified in SOLAS regulation V/19, paragraph 2.4, taking into account the recommendations adopted by the Organization,

HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its seventy-third session and by the Sub-Committee on Safety of Navigation at its forty-seventh session,

1. ADOPTS the Guidelines for the onboard operational use of shipborne automatic identification systems (AIS) set out in the Annex to the present resolution;

2. INVITES Governments concerned to take into account these Guidelines when implementing SOLAS regulations V/11, 12 and 19;

3. ALSO INVITES Governments which set regional frequencies requiring manual switching which, from the safety viewpoint, should be limited to temporary situations, to notify the Organization of such areas and designated frequencies, for circulation of that information until 1 April 2002;

4. REQUESTS the Maritime Safety Committee to keep the Guidelines under review and amend them as appropriate.

For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

I:\ASSEMBLY\22\RES\917.DOC


Appendix 8 Guidelines for operational use of shipborne Ais

A 22/RES.917 - 2 -

ANNEX

GUIDELINES FOR THE ONBOARD OPERATIONAL USE OF SHIPBORNE AUTOMATIC IDENTIFICATION SHSTEMS (AIS)

PURPOSE

1. These Guidelines have been developed to promote the safe and effective use of shipborne Automatic Identification Systems (AIS), in particular to inform the mariner about the operational use, limits and potential uses of AIS. Consequently, AIS should be operated taking into account these Guidelines.

2. Before using shipborne AIS, the user should fully understand the principle of the current Guidelines and become familiar with the operation of the equipment, including the correct interpretation of the displayed data. A description of the AIS system, particularly with respect to shipborne AIS (including its components and connections), is contained in Annex

CAUTION

Not all ships carry AIS.

The officer of the watch (OOW) should always be aware that other ships, in particular leisure craft, fishing boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS) centres, might not be fitted with AIS.

The OOW should always be aware that AIS fitted on other ships as a mandatory carriage requirement might, under certain circumstances, be switched off on the master's professional judgement.

3. The internationally-adopted shipborne carriage requirements for AIS are contained in SOLAS regulation V/19. The SOLAS Convention requires AIS to be fitted on certain ships through a phased implementation period spanning from 1st July 2002 to 1st July 2008. In addition, specific vessel types (e.g. warships, naval auxiliaries and ships owned/operated by Governments) are not required to be fitted with AIS. Also, small vessels (e.g. leisure craft, fishing boats) and certain other ships are exempt from carrying AIS. Moreover, ships fitted with AIS might have the equipment switched off. Users are therefore cautioned always to bear in mind that information provided by AIS may not be giving a complete or correct ‘picture’ of shipping traffic in their vicinity. The guidance in this document on the inherent limitations of AIS and their use in collision avoidance situations (see paragraphs 39 to 43) should therefore be heeded.

OBJECTIVES OF AIS

4. AIS is intended to enhance: safety of life at sea; the safety and efficiency of navigation; and the protection of the marine environment. SOLAS regulation V/19 requires that AIS exchange data ship-to-ship and with shore-based facilities. Therefore, the purpose of AIS is to help identify vessels; assist in target tracking; simplify information exchange (e.g. reduce verbal mandatory ship reporting); and provide additional information to assist situation awareness. In general, data received via AIS will improve the quality of the information available to the OOW, whether at a shore surveillance station or on board a ship. AIS should become a useful source of



Appendix 8 Guidelines for operational use of Shipborne AiS

- 3 - A 22/RES.917

Supplementary information to that derived from navigational systems (including radar) and therefore an important ‘tool’ in enhancing situation awareness of traffic confronting users.

DESCRIPTION OF AIS

Figure 1 - AIS System Overview

5. Shipborne AIS (See Figure 1)

- Continuously transmits ship’s own data to other vessels and VTS stations;

- Continuously receives data of other vessels and VTS stations; and

- Displays this data.

6. When used with the appropriate graphical display, shipborne AIS enables provision of fast, automatic information by calculating Closest Point of Approach (CPA) and Time to Closest Point of Approach (TCPA) from the position information transmitted by the target vessels.

7. AIS Operates primarily on two dedicated VHF channels. Where these channels are not available regionally the AIS is capable of being automatically switched to designated alternate channels by means of a message from a shore facility. Where no shore based AIS or GMDSS sea Area A1 station is in place, the AIS should be switched manually.

8. In practice, the capacity of the system is unlimited, allowing for a great number of ships to be accommodated at the same time.

9. The AIS is able to detect ships within VHF/FM range around bends and behind islands, if the landmasses are not too high. A typical value to be expected at sea is 20 - 30 nautical miles depending on antenna height. With the help of repeater stations, the coverage for both ship and VTS stations can be improved.

10. Information from a shipborne AIS is transmitted continuously and automatically without any intervention or knowledge of the OOW. An AIS shore station might require updated information form a specific ship by “polling” that ship, or alternatively, might wish to “poll” all ships within a defined sea area. However, the shore station can only increase the ships’ reporting rate, not decrease it.




A 22/RES.917 - 4 -

AIS INFORMATION SENT BY SHIPS

Ship’s Data Content

11. The AIS information transmitted by a ship is of three different types:

- Fixed or static information, which is entered into the AIS on installation and need only be changed if the ship changes its name or undergoes a major conversion from one ship type to another;

- Dynamic information, which, apart from ‘Navigational status’ information, is automatically updated from the ship sensors connected to AIS; and

- Voyage-related information, which might need to be manually entered and updated during the voyage.

12. Details of the information referred to above are given in table 1 below:

Information Item Information generation, type and quality of information Static MMSI (Maritime Mobile Service Identity)

Set on installation Note that this might need amending if the ship changes ownership

Call sign and name Set on installation Note that this might need amending if the ship changes ownership

IMO Number Set on installation

Length and beam Set on installation or if changed Type of ship Select from pre-installed list Location of position-fixing antenna

Set on installation or may be changed for bi-directional vessels or those fitted with multiple antennae

Dynamic Ship’s position with accuracy indication and integrity status

Automatically updated from the position sensor connected to AIS. The accuracy indication is for better or worse than 10 m.

Position Time stamp in UTC

Automatically updated from ship’s main position sensor connected to AIS.

Course over ground (COG)

Automatically updated from ship’s main position sensor connected to AIS, if that sensor calculates COG This information might not be available.

Speed over ground (SOG) Automatically updated from the position sensor connected to AIS. This information might not be available.

Heading Automatically updated from the ship’s heading sensor connected to AIS Navigational status Navigational status information has to be manually entered by the OOW

and changed as necessary, for example:

- underway by engines

- at anchor

- not under command (NUC)

- restricted in ability to manoeuvre (RIATM

- moored

- constrained by draught

- aground




- 5 - A 22/RES.917

- engaged in fishing - underway by sail In practice, since all these relate to the COLREGs, any change that is needed could be undertaken at the same time that the lights or shapes were changed

Rate of turn (ROT) Automatically updated from the ship’s ROT sensor or derived from the gyro This information might not be available

Voyage-Related

Ship’s draught To be manually entered at the start of the voyage using the maximum draft for the voyage and amended as required (e.g. – result of de-ballasting prior to port entry)

Hazardous cargo (type) To be manually entered at the start of the voyage confirming whether or not hazardous cargo is being carried, namely: DG (Dangerous goods) HS (Harmful substances) MP (Marine pollutants) Indications of quantities are not required

Destination and ETA To be manually entered at the start of the voyage and kept up to date as necessary

Route plan (waypoints) To be manually entered at the start of the voyage, at the discretion of the master, and updated when required

Short Safety-Related Message

Free format short text messages would be manually entered, addressed either a specific addressee or broadcast to all ships and shore stations

1 Table 1 - Data Sent by Ship

13. The data is autonomously sent at different update rates:

- Dynamic information dependent on speed and course alteration (see table 2),

- Static and voyage-related data every 6 minutes or on request (AIS responds automatically without user action).

Type of Ship General Reporting Interval Ship at anchor 3 min Ship 0-14 knots 12 sec Ship 0-14 knots and changing course 4 sec Ship 14-23 knots 6 sec Ship 14-23 knots and changing course 2 sec Ship >23 knots 3 sec Ship >23 knots and changing course 2 sec

2 Table 2 – Report Rate of Dynamic Information




A 22/RES.917 - 6 -

Short Safety-Related Messages

14. Short safety-related messages are fixed or free format text messages addressed either to a specified destination (MMSI) or all ships in the area. Their content should be relevant to the safety of navigation, e.g. an iceberg sighted or a buoy not on station. Messages should be kept as short as possible. The system allows up to 158 characters per message but the shorter the message the more easily it will find free space for transmission. At present these messages are not further regulated, to keep all possibilities open.

15. Operator acknowledgement may be requested by a text message.

16. Short safety-related messages are only an additional means of broadcasting maritime safety information. Whilst their importance should not be underestimated, use of such messages does not remove any of the requirements of the Global Maritime Distress and Safety System (GMDSS).

17. The operator should ensure that he displays and considers incoming safety-related messages and should send safety-related messages as required.

18. According to SOLAS regulation V/31 (Danger messages)

“The master of every ship which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or ...is bound to communicate the information by all the means at his disposal to ships at his vicinity, and also to the competent authorities...”.

19. Normally this is done via VHF voice communication, but “by all the means” now implies the additional use of the AIS short messages application, which has the advantage of reducing difficulties in understanding, especially when noting down the correct position.

Confidentiality

20. When entering any data manually, consideration should be given to the confidentiality of this information, especially when international agreements, rules or standards provide for the protection of navigational information.

OPERATION OF AIS ON BOARD

OPERATION OF THE TRANSCEIVER UNIT

Activation

21. AIS should always be in operation when ships are underway or at anchor. If the master believes that the continual operation of AIS might compromise the safety or security of his/her ship, or where security incidents are imminent, the AIS may be switched off. Unless it would further compromise the safety or security, if the ship is operating in a mandatory ship reporting system, the master should report this action and the reason for doing so to the competent authority. Actions of this nature should always be recorded in the ship’s logbook together with the reason for doing so. The master should however restart the AIS as soon as the source of danger has disappeared. If the AIS is shut down, static data and voyage related information remains stored. Restart is done by switching on the power to the AIS unit. Ship’s own data will be transmitted after a two minute initialization period. In ports AIS operation should be in accordance with port requirements.




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Manual Input of Data

22. The OOW should manually input the following data at the start of the voyage and whenever changes occur, using an input device such as a keyboard:

- Ship’s draught;

- Hazardous cargo;

- Destination and ETA;

- Route plan (way points);

- The correct navigational status; and

- Short safety-related messages.

Check of Information

23. To ensure that own ship’s static information is correct and up-to-date, the OOW should check the data whenever there is a reason for it. As a minimum, this should be done once per voyage or once per month, whichever is shorter. The data may be changed only on the authority of the master.

24. The OOW should also periodically check the following dynamic information:

- Positions given according to WGS 84;

- Speed over ground; and

- Sensor information.

25. After activation, an automatic built-in integrity test (BIIT) is performed. In the case of any AIS malfunction an alarm is provided and the unit should stop transmitting.

26. The quality or accuracy of the ship sensor data input into AIS would not however be checked by the BIIT circuitry before being broadcast to other ships and shore stations. The ship should therefore carry out regular routine checks during a voyage to validate the accuracy of the information being transmitted. The frequency of those checks would need to be increased in coastal waters.

DISPLAY OF AIS DATA

27 The AIS provides data that can be presented on the minimum display or on any suitable display device as described in annex 1.

Minimum Display

28. The minimum mandated display provides not less than three lines of data consisting of bearing, range and name of a selected ship. Other data of the ship can be displayed by horizontal scrolling of data, but scrolling of bearing and range is not possible. Vertical scrolling will show all the other ships known to the AIS.




A 22/RES.917 - 8 -

Graphical Display

29. Where AIS information is used with a graphical display, the following target types are recommended for display:

Sleeping Target A sleeping target indicates only the presence of a vessel equipped with AIS in a certain location. No additional information is presented until activated, thus avoiding information overload.

Activated Target If the user wants to know more about a vessel’s motion, he has simply to activate the target (sleeping), so that the display shows immediately: - a vector (speed and course over ground), - the heading, and - ROT indication (if available) to display actually initiated course changes.

Selected Target If the user wants detailed information on a target (activated or sleeping), he may select it. Then the data received, as well as the calculated CPA and TCPA values, will be shown in an alpha-numeric window.

The special navigation status will also be indicated in the alpha numeric data field and not together with the target directly.

Dangerous Target If an AIS target (activated or not) is calculated to pass pre-set CPA and TCPA limits, it will be classified and displayed as a dangerous target and an alarm will be given.

Lost Target If a signal of any AIS target at a distance of less than a pre-set value is not received, a lost target symbol will appear at the latest position and an alarm will be given.

Symbols

30. The user should be familiar with the symbology used in the graphical display provided.

INHERENT LIMITATIONS OF AIS

31. The officer of the watch (OOW) should always be aware that other ships, in particular leisure craft, fishing boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS) centres, might not be fitted with AIS.

32. The OOW should always be aware that other ships fitted with AIS as a mandatory carriage requirement might switch off AIS under certain circumstances by professional judgement of the master.

33. In other words, the information given by the AIS may not be a complete picture of the situation around the ship.

34. The users must be aware that transmission of erroneous information implies a risk to other ships as well as their own. The users remain responsible for all information entered into the system and the information added by the sensors. I:\ASSEMBLY\22\RES\917.DOC



- 9 - A 22/RES.917

35. The accuracy of AIS information received is only as good as the accuracy of the AIS Information transmitted.

36. The OOW should be aware that poorly configured or calibrated ship sensors (position, speed and heading sensors) might lead to incorrect information being transmitted. Incorrect information about one ship displayed on the bridge of another could be dangerously confusing.

37. If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS automatically transmits the "not available" data value. However, the built-in integrity check cannot validate the contents of the data processed by the AIS.

38. It would not be prudent for the OOW to assume that the information received from other ships is of a comparable quality and accuracy to that which might be available on own ship.

USE OF AIS IN COLLISION AVOIDANCE SITUATIONS

39. The potential of AIS as an anti-collision device is recognized and AIS may be recommended as such a device in due time.

40. Nevertheless, AIS information may be used to assist in collision avoidance decision- making. When using the AIS in the ship-to-ship mode for anti-collision purposes, the following cautionary points should be borne in mind:

1. AIS is an additional source of navigational information. It does not replace, but supports, navigational systems such as radar target-tracking and VTS; and

2. The use of AIS does not negate the responsibility of the OOW to comply at all times with the Collision Regulations.

41. The user should not rely on AIS as the sole information system, but should make use of all safety-relevant information available.

42. The use of AIS on board ship is not intended to have any special impact on the composition of the navigational watch, which should continue to be determined in accordance with the STCW Convention.

43. Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the information broadcast by that target, its actions can also be monitored. Changes in heading and course are, for example, immediately apparent, and many of the problems common to tracking targets by radar, namely clutter, target swap as ships pass close by and target loss following a fast manoeuvre, do not affect AIS. AIS can also assist in the identification of targets, by name or call sign and by ship type and navigational status.

ADDITIONAL AND POSSIB LE FUTURE APPLICATIONS

AIS IN VTS OPERATIONS

Pseudo AIS information

44. VTS centres may send information about vessels which are not carrying AIS and which are tracked only by VTS radar via the AIS to vessels equipped with AIS. Any pseudo AIS target broadcast by VTS should be clearly identified as such. Particular care should always be taken when using information which has been relayed by a third party. Accuracy of these targets may not be as complete as actual directly-received targets, and the information content may not be as extensive.




- 10 - A 22/RES.917

Text Messages

45. VTS centres may also send short messages either to one ship, all ships, or ships within a certain range or in a special area, e.g.:

- (Local) navigational warnings;

- Traffic management information; and

- Port management information.

46. A VTS operator may request, by a text message, an acknowledgement from the ship’s operator.

Note:

The VTS should continue to communicate via voice VHF. The importance of verbal communication should not be underestimated. This is important to enable the VTS operator to: - Assess vessels’ communicative ability; and - Establish a direct communication link which would be needed in critical situations.

(D)GNSS Corrections

47. (D)GNSS corrections may be sent by VTS centres via AIS.

MANDATORY SHIP REPORTING SYSTEMS

48. AIS is expected to play a major role in ship reporting systems. The information required by coastal authorities in such systems is typically included in the static voyage-related and dynamic data automatically provided by the AIS system. The use of the AIS long-range feature, where information is exchanged via communications satellite, may be implemented to satisfy the requirements of some ship reporting systems.

AIS IN SAR OPERATIONS

49. AIS may be used in search and rescue operations, especially in combined helicopter and surface searches. AIS allows the direct presentation of the position of the vessel in distress on other displays such as radar or ECS/ECDIS, which facilitates the task of SAR craft. For ships in distress not equipped with AIS, the On Scene Co-ordinator (OSC) could create a pseudo AIS target.

AIDS TO NAVIGATION

50. AIS, when fitted to selected fixed and floating aids to navigation can provide information to the mariner such as:

- Position;

- Status;

- Tidal and current data; and

- Weather and visibility conditions.




- 11 - A 22/RES.917

AIS IN AN OVERALL INFORMATION SYSTEM

51. AIS will play a role in an overall international maritime information system, supporting voyage planning and monitoring. This will help Administrations to monitor all the vessels in their areas of concern and to track dangerous cargo.

REFERENCE DOCUMENTS

- IMO Recommendation on Performance Standards for a Universal Shipborne Automatic Identification System (AIS), (MSC. 74(69), Annex 3)

- IMO SOLAS Convention Chapter V

- ITU Radio Regulations, Appendix S18, Table of Transmitting Frequencies in the VHF Maritime Mobile Band

- ITU Recommendation on the Technical Characteristics for a Universal Shipborne Automatic Identification System (AIS) Using Time Division Multiple Access in the Maritime Mobile Band (ITU-R M.1371)

- IEC Standard 61993 Part 2: Universal Shipborne Automatic Identification System (AIS) Operational and Performance Requirements, Methods of Testing and required Test Results.




A 22/RES.917 - 12 - -

ANNEX 1

DESCRIPTION OF AIS

COMPONENTS

1. In general, an onboard AIS (see figure 1) consists of:

- Antennas;

- One VHF transmitter;

- Two multi-channel VHF receivers;

- One channel 70 VHF receiver for channel management;

- A central processing unit (CPU);

- An electronic position-fixing system, Global Navigation Satellite System (GNSS) receiver for timing purposes and position redundancy;

- Interfaces to heading and speed devices and to other shipborne sensors;

- Interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart System/Electronic Chart Display and Information System (ECS/ECDIS) and Integrated Navigation Systems (INS);

- BIIT (built-in integrity test); and

- Minimum display and keyboard to input and retrieve data.

With the integral minimum display and keyboard unit, the AIS would be able to operate as a stand-alone system. A stand-alone graphical display or the integration of the AIS data display into other devices such as INS, ECS/ECDIS or a radar/ARPA display would significantly increase the effectiveness of AIS, when achievable.

2. All onboard sensors must comply with the relevant IMO standards concerning availability, accuracy, discrimination, integrity, update rates, failure alarms, interfacing and type-testing.

3. AIS provides:

- A built in integrity test (BIIT) running continuously or at appropriate intervals;

- Monitoring of the availability of data;

- An error detection mechanism of the transmitted data; and

- An error check on the received data.




- 13 - A 22/RES.917

Figure 1 - AIS Components

CONNECTIONS

The connection of AIS to external navigational display systems

4. The AIS can be connected either to an additional dedicated AIS display unit, possibly one with a large graphic display, or to an existing navigational system such as radar or an electronic chart, but in the latter case only as part of an integrated navigation system.

The connection of AIS to external portable navigational equipment

5. It is becoming common practice for pilots to possess their own portable navigational equipment, which they carry on board. Such devices can be connected to shipborne AIS equipment and display the targets they receive.

The connection of AIS to external long-range radiocommunication devices

6. AIS is provided with a two-way interface for connecting to long-range radiocommunication equipment. Initially, it is not envisaged that AIS would be able to be directly connected to such equipment.

7. A shore station would first need to request that the ship makes a long-range AIS information transmission. Any ship-to-shore communication would always be made point-to- point, and not broadcast, and once communication had been established, the ship would have the option of setting its AIS to respond automatically to any subsequent request for a ship report from that shore station.

8. Users are reminded that SOLAS regulation V/11.10 provides that the participation of ships in IMO-adopted ship reporting systems shall be free of charge to the ships concerned.




A 22/RES.917 - 14 - -

ANNEX 2

TECHNICAL DESCRIPTION

1. AIS operates primarily on two dedicated VHF channels (AIS1 - 161,975 MHz and AIS2 - 162,025 MHz). Where these channels are not available regionally, the AIS is capable of automatically switching to alternate designated channels.

2. The required ship reporting capacity according to the IMO performance standard amounts to a minimum of 2000 time slots per minute (see figure 2). The ITU Technical Standard for the Universal AIS provides 4500 time slots per minute. The broadcast mode is based on a principle called (S)TDMA (Self-organized Time Division Multiple Access) that allows the system to be overloaded by 400 to 500% and still provide nearly 100% throughput for ships closer than 8 to 10 NM to each other in a ship-to-ship mode. In the event of system overload, only targets far away will be subject to drop-out in order to give preference to targets close by that are a primary concern for ship-to-ship operation of AIS. In practice, the capacity of the system is unlimited, allowing for a great number of ships to be accommodated at the same time.

Figure 2 - Principles of TDMA



FORMS

Appendix 9

AMSA 6 (6/12)

406 MHz Distress Beacon Registration (Australian coded beacons only)

This form is to be used for registering 406MHz Distress Beacons that are coded with

Australian codes. Registration is FREE.

In Australia you do not need to use this form if you register on-line at www.amsa.gov.au/beacons This is the preferred method of registration

If you have a beacon coded with a foreign country code, or if you do not know what country code has been used, you will need advice, please contact: Beacon Registration Section, Australian Maritime Safety Authority GPO Box 2181 Canberra City ACT 2601 Fax: International +61 2 9332 6323 Local 1800 406 329 Email: [email protected] Phone: +61 2 6279 5766 or 1800 406 406

Information contained in this form is critical to your safety and to successful search and rescue (SAR) response: • You may use this form to register a maritime distress beacon (EPIRB), an aviation distress beacon (ELT) or a personal

locator beacon (PLB). • When entering information, you must include details in the following sections:

– Distress Beacon details; – Reason for registration; – Owner/Operator details; – Supplier details; – 24 Hour Emergency contact details; and – Vessel or aircraft details.

On-line registration: www.amsa.gov.au/beacons

Definitions ELT - Emergency Locator Transmitters are distress beacons that are fixed in aircraft. EPIRB - Emergency Position-Indicating Radio Beacons are for maritime use and designed to float upright in water. PLB - Personal Locator Beacons may be used as personal distress beacons in all environments. They are not

designed to float upright in water but may be carried to supplement a vessel’s EPIRB.

PRIVACY STATEMENT The Australian Maritime Safety Authority (AMSA) collects the information on this form for the purpose of enabling search and rescue. AMSA is able to collect this information under s 6(1)(b) of the AMSA Act 1990.

The information may be passed to other government agencies assisting in search and rescue operations.

AMSA 6 (6/12)


Appendix 9 Forms

AMSA 6 (6/12)

406 MHz Distress Beacon Registration (Australian coded beacons only)

Reason for registration

New registration Updated information (eg. Change of address)

Replacement of beacon (Beacon to be deregistered)à

Distress beacon details 15 character unique identification (hexadecimal ident.) Checksum

Manufacturer

Model

Beacon Unit Serial No.

Type of beacon EPIRB à Manually activated Automatically activated How many other beacons are fitted to the vessel/aircraft?

ELT à Manually activated Automatically activated How many other beacons are fitted to the vessel/aircraft?

PLB

Use of Beacon Maritime à please ensure vessel details are completed below. Aviation à please ensure aircraft details are completed below. Land à Where use is land, please provide details of expected use eg. bushwalking, four wheel driving (vehicle make. model, registration and colour).etc:

Owner/operator details Name

Postal address

Postcode

Home phone

Work phone

Mobile/other phone

Email address

Supplier details Name

Business address

Phone

Email address

24 Hour Contact If possible, please supply 3 names (eg family, friend, neighbour); of which, one person must be contactable at all times; these people will be contacted if the beacon is activated.

Contact 1 Contact 2 Contact 3 Name

Home phone

Work phone

Mobile

Vessel Details (if applicable)

Name

Call sign

Registration No.

MMSI DWT (tonnes)

Length (metres)

Home port

Type of vessel (owner’s description)

Inmarsat No.

Other satellite mobile No.

Type of radio fitted/carried (HF/VHF/27MHz/UHF)

Persons on board

No. of liferafts

Aircraft Details (if applicable)

Aircraft registration/tail number

Type of aircraft (owner’s description)

Make/type (use ICAO abbreviation if known)

–

Satellite and/or mobile phone number used in aircraft


TAblE OF TRANSMITTING FREquENCIES IN ThE vhF MARITIME MObIlE bAND

Appendix 10

Extracted from the ITU Radio Regulations 2012, Appendix 18 (REV.WRC -2) See Article 52NOTEA–ForassistanceinunderstandingtheTable,seeNotesa)toz)below.(WRC-12)

NOTEB–TheTablebelowdefinesthechannelnumberingformaritimeVHFcommunicationsbasedon25kHzchannelspacinganduseofseveralduplexchannels.Thechannelnumberingandtheconversionoftwo-frequencychannelsforsingle-frequencyoperationshallbeinaccordancewithRecommendationITU-RM.1084-4Annex4,Tables1and3.TheTablebelowalsodescribestheharmonizedchannelswherethedigitaltechnologiesdefinedinthemostrecentversionofRecommendationITU-RM.1842couldbedeployed.(WRC-12)

Channel designator Notes *

Transmitting frequencies (MHz)

Inter-ship

Port operations and ship movement Public

correspondenceFrom Ship stations

From Coast stations

Single frequency

Two frequency

60 m) 156.025 160.625 x X X01 m) 156.050 160.650 x X X61 m) 156.075 160.675 X X X02 m) 156.100 160.700 X X X62 m) 156.125 160.725 X X X03 m) 156.150 160.750 X X X63 m) 156.175 160.775 X X X04 m) 156.200 160.800 X X X64 m) 156.225 160.825 X X X05 m) 156.250 160.850 X X X65 m) 156.275 160.875 X X X06 f) 156.300 X2006 r) 160.900 160.90066 m) 156.325 160.925 X X X07 m) 156.350 160.950 X X X67 h) 156.375 156.375 X X08 156.400 X68 156.425 156.425 X09 i) 156.450 156.450 X X69 156.475 156.475 X X10 h), q) 156.500 156.500 X X70 f), j) 156.525 156.525 Digital selective calling for distress, safety and calling11 q) 156.550 156.550 X71 156.575 156.575 X12 156.600 156.600 X72 i) 156.625 X13 k) 156.650 156.650 X X73 h), i) 156.675 156.675 X X14 156.700 156.700 X74 156.725 156.725 X15 g) 156.750 156.750 X X75 n), s) 156.775 156.775 X16 f) 156.800 156.800 DISTRESS, SAFETY AND CALLING76 n), s) 156.825 156.825 X17 g) 156.850 156.850 X X


Appendix 10 Table of transmitting frequencies in the VHF Maritime Mobile Band

Channel designator Notes *

Transmitting frequencies (MHz)

Inter-ship

Port operations and ship movement Public

correspondenceFrom Ship stations

From Coast stations

Single frequency

Two frequency

77 156.875 X18 m) 156.900 161.500 X X X78 t), u), v) 156.925 161.525 X X X1078 156.925 156.925 X2078 161.525 161.525 X19 t), u), v) 156.950 161.550 X X X1019 156.950 156.950 X2019 161.550 161.550 X79 t), u), v) 156.975 161.575 X X X1079 156.975 156.975 X2079 161.575 161.575 X20 t), u), v) 157.000 161.600 X X X1020 157.000 157.000 X2020 161.600 161.600 X80 w), y) 157.025 161.625 X X X21 w), y) 157.050 161.650 X X X81 w), y) 157.075 161.675 X X X22 w), y) 157.100 161.700 X X X82 w), x), y) 157.125 161.725 X X X23 w), x), y) 157.150 161.750 X X X83 w), x), y) 157.175 161.775 X X X

24 w), ww) x), y) 157.200 161.800 X X X

84 w), ww) x), y) 157.225 161.825 X X X

25 w), ww) x), y) 157.250 161.850 X X X

85 w), ww) x), y) 157.275 161.875 X X X

26 w), ww) x), y) 157.300 161.900 X X X

86 w), ww) x), y) 157.325 161.925 X X X

27 z) 157.350 161.950 X X87 z) 157.375 157.375 X28 z) 157.400 162.000 X X88 z) 157.425 157.425 XAIS 1 f), l),p) 161.975 161.975AIS 2 f), l), p) 162.025 162.025


Appendix 10 Table of transmitting frequencies in the vhf Maritime Mobile Band

NOTES REFERRING TO ThE TAblE

General Notesa) Administrations may designate frequencies in the

inter-ship, port operations and ship movement services for use by light aircraft and helicopters to communicate with ships or participating coast stations in predominantly maritime support operations under the conditions specified in Nos. 51.69, 51.73, 51.74, 51.75, 51.76, 51.77 and 51.78. However, the use of the channels which are shared with public correspondence shall be subject to prior agreement between interested and affected administrations.

b) The channels of the present Appendix, with the exception of channels 06, 13, 15, 16, 17, 70, 75 and 76, may also be used for high-speed data and facsimile transmissions, subject to special arrangement between interested and affected administrations.

c) The channels of the present Appendix, with the exception of channels 06, 13, 15, 16, 17, 70, 75 and 76, may be used for direct-printing telegraphy and data transmission, subject to special arrangement between interested and affected administrations. (WRC 12)

d) The frequencies in this table may also be used for radiocommunications on inland waterways in accordance with the conditions specified in No. 5.226.

e) Administrations may apply 12.5 kHz channel interleaving on a non-interference basis to 25 kHz channels, in accordance with the most recent version of Recommendation ITU R M.1084, provided:

– it shall not affect the 25 kHz channels of the present Appendix maritime mobile distress and safety, automatic identification system (AIS), and data exchange frequencies, especially the channels 06, 13, 15, 16, 17, 70, AIS 1 and AIS 2, nor the technical characteristics set forth in Recommendation ITU R M.489 2 for those channels;

– implementation of 12.5 kHz channel interleaving and consequential national requirements shall be subject to coordination with affected administrations. (WRC 12)

Specific notesf) The frequencies 156.300 MHz (channel 06), 156.525

MHz (channel 70), 156.800 MHz (channel 16), 161.975 MHz (AIS 1) and 162.025 MHz (AIS 2) may also be used by aircraft stations for the purpose of search and rescue operations and other safety-related communication. (WRC 07)

g) Channels 15 and 17 may also be used for on board communications provided the effective radiated power does not exceed 1 W, and subject to the national regulations of the administration concerned when these channels are used in its territorial waters.

h) Within the European Maritime Area and in Canada, these frequencies (channels 10, 67, 73) may also be used, if so required, by the individual administrations concerned, for communication between ship stations, aircraft stations and participating land stations engaged in coordinated search and rescue and anti-pollution operations in local areas, under the conditions specified in Nos. 51.69, 51.73, 51.74, 51.75, 51.76, 51.77 and 51.78.

i) The preferred first three frequencies for the purpose indicated in Note a) are 156.450 MHz (channel 09), 156.625 MHz (channel 72) and 156.675 MHz (channel 73).

j) Channel 70 is to be used exclusively for digital selective calling for distress, safety and calling.

k) Channel 13 is designated for use on a worldwide basis as a navigation safety communication channel, primarily for intership navigation safety communications. It may also be used for the ship movement and port operations service subject to the national regulations of the administrations concerned.

l) These channels (AIS 1 and AIS 2) are used for an automatic identification system (AIS) capable of providing worldwide operation, unless other frequencies are designated on a regional basis for this purpose. Such use should be in accordance with the most recent version of Recommendation ITU R M.1371. (WRC 07)

m) These channels may be operated as single frequency channels, subject to coordination with affected administrations. (WRC 07)

n) With the exception of AIS, the use of these channels (75 and 76) should be restricted to navigation-related communications only and all precautions should be taken to avoid harmful interference to channel 16, by limiting the output power to 1 W (WRC 12)

o) (SUP - WRC-12)

p) Additionally, AIS 1 and AIS 2 may be used by the mobile-satellite service (Earth-to-space) for the reception of AIS transmissions from ships. (WRC 07)

q) When using these channels (10 and 11), all precautionsshouldbetakentoavoidharmfulinterferencetochannel70(WRC07)

Appendix 10 Table of transmitting frequencies in the vhf Maritime Mobile Band


r) In the maritime mobile service, this frequency is reserved for experimental use for future applications or systems (e.g. new AIS applications, man over board systems, etc.). If authorized by administrations for experimental use, the operation shall not cause harmful interference to, or claim protection from, stations operating in the fixed and mobile services. (WRC 12)

s) Channels 75 and 76 are also allocated to the mobile-satellite service (Earth-to-space) for the reception of long-range AIS broadcast messages from ships (Message 27; see the most recent version of Recommendation ITU R M.1371). (WRC 12)

t) Until 1 January 2017, in Regions 1 and 3, the existing duplex channels 78, 19, 79 and 20 can continue to be assigned. These channels may be operated as single-frequency channels, subject to coordination with affected administrations. From that date, these channels shall only be assigned as single-frequency channels. However, existing duplex channel assignments may be preserved for coast stations and retained for vessels, subject to coordination with affected administrations. (WRC 12)

u) In Region 2, these channels may be operated as single-frequency channels, subject to coordination with affected administrations. (WRC 12)

v) After 1 January 2017, in the Netherlands, these channels may continue to be operated as duplex frequency channels, subject to coordination with affected administrations. (WRC 12)

w) In Regions 1 and 3:

Until 1 January 2017, the frequency bands 157.025-157.325 MHz and 161.625-161.925 MHz (corresponding to channels: 80, 21, 81, 22, 82, 23, 83, 24, 84, 25, 85, 26, 86) may be used for new technologies, subject to coordination with affected administrations. Stations using these channels or frequency bands for new technologies shall not cause harmful interference to, or claim protection from, other stations operating in accordance with Article 5.

From 1 January 2017, the frequency bands 157.025 157.325 MHz and 161.625-161.925 MHz (corresponding to channels: 80, 21, 81, 22, 82, 23, 83, 24, 84, 25, 85, 26, 86) are identified for the utilization of the digital systems described in the most recent version of Recommendation ITU R M.1842. These frequency bands could also be used for analogue modulation described in the most recent version of Recommendation ITU R M.1084 by an administration that wishes to do so, subject to not claiming protection from other stations in the maritime mobile service using digitally modulated emissions and subject to coordination with affected administrations. (WRC 12)

ww) In Region 2, the frequency bands 157.200-157.325 and 161.800-161.925 MHz (corresponding to channels: 24, 84, 25, 85, 26 and 86) are designated for digitally modulated emissions in accordance with the most recent version of Recommendation ITU R M.1842. (WRC 12)

x) From 1 January 2017, in Angola, Botswana, Lesotho, Madagascar, Malawi, Mauritius, Mozambique, Namibia, Democratic Republic of the Congo, Seychelles, South Africa, Swaziland, Tanzania, Zambia and Zimbabwe, the frequency bands 157.125-157.325 and 161.725-161.925 MHz (corresponding to channels: 82, 23, 83, 24, 84, 25, 85, 26 and 86) are designated for digitally modulated emissions.

From 1 January 2017, in China, the frequency bands 157.150-157.325 and 161.750-161.925 MHz (corresponding to channels: 23, 83, 24, 84, 25, 85, 26 and 86) are designated for digitally modulated emissions. (WRC 12)

y) These channels may be operated as single or duplex frequency channels, subject to coordination with affected administrations. (WRC 12)

z) These channels may be used for possible testing of future AIS applications without causing harmful interference to, or claiming protection from, existing applications and stations operating in the fixed and mobile services. (WRC 12)


ROuTINE TESTING (Extract from GMDSS Radio log)

Appendix 11

SECTION DEQUIPMENT TESTS AND RESERVE ENERGY CHECKS

1. Daily a. TheproperfunctioningoftheDSCfacilitiesshallbetestedatleastonceeachday,withoutradiation

ofsignals,byuseofthemeansprovidedontheequipment.

2. Weekly

a. TheproperoperationoftheDSCfacilitiesshallbetestedatleastonceaweekbymeansofatestcall,whenwithincommunicationrangeofacoaststationfittedwithDSCequipment.WhereavesselhasbeenoutofcommunicationrangeofacoaststationfittedwithDSCequipmentforaperiodoflongerthan1week,atestcallshallbemadeonthefirstopportunitythatthevesseliswithincommunicationrangeofsuchacoaststation.

b. Wherethereservesourceofenergyisnotabattery(forexample,amotorgenerator),thereservesourceofenergyshallbetestedweekly.

3. Monthly

a. EachEPIRBshallbeexaminedaleastonceamonthtocheck- i) built-inself-testperformedaspertherecommendationsinthemanufacturer’susermanual; ii) itscapabilitytooperateproperly,particularlyitsabilitytofloatfree(whererequiredtodoso)inthe

eventofthevesselsinking; iii)howsecureitisinitsmounting;and iv)forsignsofdamage.

b. Eachsearchandrescueradartransponder(iffitted)shallbeexaminedatleastonceamonthto checkhowsecureitisinitsmountingandforsignsofdamage.

c. EachAISsearchandrescuetransmitter(iffitted)shallbeexaminedatleastonceamonthtocheck howsecureitisinitsmountingandforsignsofdamage.

d. Eachsurvivalcrafttwo-wayVHFequipmentshallbetestedatleastonceamonthonafrequency otherthan156.8MHz(VHFChannel16),unlesstheequipmentisofasealedtypewheresuch testingisnotpractical.

4. Batteries

a. Batteriesprovidingasourceofenergyforanypartoftheradioinstallationsshallbetesteddailyand wherenecessary,broughtuptothefullychargedcondition.

b. AlistofallbatteriesusedasasourceofemergencypowerfortheradioequipmentmustbeenteredinAnnex1.

c. Onceamonth,afullexaminationofeachbattery,cellbycell,mustbemade,andareportonthegeneral conditionentered,cellbycell,inAnnex2.Ifthebatterieshavesealedcells,thenthegeneralconditionof thebatteriesaretoberecorded,andthebatteriesreplacedattheintervalsrecommendedbythemanufacturer.

Ifthebatteriesareinaccessible,asinanUninterruptiblePowerSupply(UPS),thebatteriesaretobereplaced atintervalsrecommendedbytheUPSmanufacturer.

d. Yearly,thecapacityofthebattery/iesshallbechecked,usinganappropriatemethod(suchasafulldischarge andrecharge,usingnormaloperatingcurrentandperiod(e.g.10h),atintervalsnotexceeding12months, whentheshipisnotatsea.Atseaassessmentofbatteryconditionshouldbedonewithoutsignificantdischarge ofthebattery/ies.InthecaseofGMDSSUPSunits,thein-builtbatterydischargetestfacilitiesshallbe exercised,whentheshipisnotatsea.

e. Annex2shouldbepreparedinduplicate.

The duplicates of Sections C and D Annex 1 and Annex 2 must be detached and kept in correct order to form a record of the operation of the radio installation and be retained in board for a minimum of 12 months. These records are to be available for the information of Surveyors and shore maintenance staff and should be filed in the radio room or with the radio equipment. Once completed, the original Log(s) must be retained by the ship’s operator for a period of not less than two years from the date of the last entry in Section C.


GuIDElINES FOR OpERATIONAl uSE OF ShIpbORNE AIS

Appendix12


4 ALBERT EMBANKMENT LONDON SE1 7SR

Telephone: 0171-735 7611 Fax: 0171-587 3210 Telex: 23588 IMOLDN G

SN/Circ.197 1 November 1997

Incorporating SN/Circ. 197/Corr.1

10 February 1998

Ref. T2/6.03

OPERATION OF MARINE RADAR FOR SART DETECTION

1. At its thirty-ninth session (6 to 10 September 1993), the Sub-Committee on Safety of Navigation (NAV) prepared guidelines on the Operation of marine radar• for SART detection given, at SN/Circ. 161.

2 To avoid misinterpretation of guidance on the use of certain controls, as originally promulgated, the NAV Sub-Committee, at the forty-third session (14 to 18 July 1997) revised and expanded the text of the aforementioned guidelines, as given in the annex.

3 Member Governments are invited to bring this information to the attention of all entities concerned so that they may use it during search and rescue operations.

4. SN/Circ.161is revoked.

***


Appendix 12 Guidelines for operation of marine radar for sArt detection

SN/Circ.197 Incorporating

SN/Circ. 197/Corr.1

ANNEX

OPERATION OF MARINE RADAR FOR SART DETECTION

WARNING: A SART will only respond to an X-Band (3 cm) radar. It will not be seen on an S-Band (10 cm), radar.

Introduction

1. Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm) radar within a range of approximately 8 n miles. Each radar pulse received causes it to transmit a response which is swept repetitively across the complete radar frequency band. When interrogated, it first sweeps rapidly (0.4 µsec) through the band before beginning a relatively slow sweep (7.5 µsec) through the band back to the starting frequency. This process is repeated for a total of twelve complete cycles. At some point in each sweep, the SART frequency will match that of the frequency match during each of the 12 slow sweeps will produce a response on the radar display, thus a line of 12 dots equally spaced by about 0.64 nautical miles will be shown.

2. When the range to the SART is reduced to about 1 n mile, the radar display may show also the 12 responses generated during the fast sweeps. These additional dot responses, which also are equally spaced by 0.64 nautical miles, will be interspersed with the original line of 12 dots. They will appear slightly weaker and smaller than the original dots.

Radar Range Scale

3. When looking for a SART it is preferable to use either the 6 or 12 nautical mile range scale. This is because the total displayed length of the SART response of 12 (or 24) dots may extend approximately 9.5 nautical miles beyond the position of the SART and it is necessary to see a number of response dots to distinguish the SART from other responses.

SART Range Errors

4. When responses from only the 12 slow frequency sweeps are visible (when the SART is at a range greater than about 1 n mile), the position at which the first dot is displayed may be as much as 0.64 nautical mile beyond the true position of the SART. When the range closes so that the fast sweep responses are seen also, the first of these will be no more than 150 metres beyond the true position.

Radar Bandwidth

5. This is normally matched to the radar pulse length and is usually switched with the range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are used with long pulses on long range scales and wide bandwidths of 10-25 MHz with short pulses on short ranges.

6. A radar bandwidth of less than 5 MHz will attenuate the SART signal slightly, so it is preferable to use a medium bandwidth to ensure optimum detection of the SART. The Radar Operating Manual should be consulted about the particular radar parameters and bandwidth selection.

SN/Circ.197 Incorporating



SN/Circ. 197/Corr.1

Radar Side Lobes

7. As the SART is approached, side lobes from the radar antenna may show the SART responses as a series of arcs or concentric rings. These can be removed by the use of the anti-clutter sea control although it may be operationally useful to observe the side lobes as they may be easier to detect in clutter conditions and also they will confirm that the SART is near to own ship.

Detuning the Radar

8. To increase the visibility of the SART in clutter conditions, the radar may be detuned to reduce the clutter without reducing the SART response. Radars with automatic frequency control may not permit manual detune of the equipment. Care should be taken in operating the radar in the detuned condition as other wanted navigational and anti-collision information may be removed. The tuning should be returned to normal operation as soon as possible.

Gain

9. For maximum range SART detection the normal gain setting for long range detection should be used i.e., with a light background noise speckle visible.

Anti-clutter sea control

10. For optimum range SART detection this control should be set to the minimum. Care should be exercised as wanted targets in sea clutter may be obscured. Note also that in clutter conditions the first few dots of the SART response may not be detectable, irrespective of the setting of the anti-clutter sea control. In this case, the position of the SART may be estimated by measuring 9.5 nautical miles from the furthest dot back towards own ship.

11. Some sets have automatic/manual anti-clutter sea control facilities. Because the way in which the automatic sea control functions may vary from one radar manufacturer to another, the operator is advised to use manual control initially until the SART has been detected. The effect of the auto sea control on the SART response can then be compared with manual control.

Anti-clutter rain control

12. This should be used normally (i.e. to break up areas of rain) when trying to detect a SART response which, being a series of dots, is not affected by the action of the anti-clutter rain circuitry. Note that Racon responses, which are often in the form of a long flash, will be affected by the use of this control.

13 Some sets have automatic/manual anti-clutter rain control facilities. Because the way in which the automatic rain control functions may vary from one radar manufacturer to another, the operator is advised to use manual initially until the SART has been detected. The effect of the auto rain control on the SART response can then be compared with manual control.

Note:

The automatic rain and sea clutter controls may be combined in a single `auto-clutter' control, in which case the operator is advised to use the manual controls initially until the SART has been detected, before assessing the effect of auto.


INFORMATION ON ThE DISplAy OF AIS-SART, AIS MAN OvERbOARD AND EpIRb-AIS DEvICES

Appendix13

I:\CIRC\SN\01\322.doc

E

4 ALBERT EMBANKMENT

LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

SN.1/Circ.322 24 June 2013

INFORMATION ON THE DISPLAY OF AIS-SART,

AIS MAN OVERBOARD AND EPIRB-AIS DEVICES 1 The Maritime Safety Committee, at its ninety-second session (12 to 21 June 2013), noted the issue of developments in location devices using AIS technology. 2 Although international and national consideration of these devices is ongoing, they are available for use and will be displayed on shipborne AIS equipment. Therefore, it was considered that information for seafarers was needed. Accordingly, the Committee approved the circulation of the attached information to seafarers on the display of AIS-SART, AIS Man overboard (MOB) and EPIRB-AIS devices, prepared by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), at its seventeenth session (21 to 25 January 2013), taking into account the recommendation of the Sub-Committee on Safety of Navigation (NAV), at its fifty-eighth session (2 to 6 July 2012). 3 The Committee further noted that the use of these devices might need to be reviewed in the more general context of GMDSS and the role of AIS. This information, therefore, might be reviewed during the process of review and modernization of the GMDSS. 4 Member Governments are invited to bring the information to the attention of all parties concerned.

***


E

4 ALBERT EMBANKMENT

LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

SN.1/Circ.322 24 June 2013

INFORMATION ON THE DISPLAY OF AIS-SART,

AIS MAN OVERBOARD AND EPIRB-AIS DEVICES 1 The Maritime Safety Committee, at its ninety-second session (12 to 21 June 2013), noted the issue of developments in location devices using AIS technology. 2 Although international and national consideration of these devices is ongoing, they are available for use and will be displayed on shipborne AIS equipment. Therefore, it was considered that information for seafarers was needed. Accordingly, the Committee approved the circulation of the attached information to seafarers on the display of AIS-SART, AIS Man overboard (MOB) and EPIRB-AIS devices, prepared by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), at its seventeenth session (21 to 25 January 2013), taking into account the recommendation of the Sub-Committee on Safety of Navigation (NAV), at its fifty-eighth session (2 to 6 July 2012). 3 The Committee further noted that the use of these devices might need to be reviewed in the more general context of GMDSS and the role of AIS. This information, therefore, might be reviewed during the process of review and modernization of the GMDSS. 4 Member Governments are invited to bring the information to the attention of all parties concerned.

***


Appendix 13 Information on the display of AIS-SART, AIS man overboard and EPIRB-AIS devices

SN.1/Circ.322 Annex, page 1


ANNEX

INFORMATION ON THE DISPLAY OF AIS-SART, AIS MAN OVERBOARD AND EPIRB-AIS DEVICES

1 This circular provides information on the display of AIS-SART, AIS Man Overboard (MOB) and EPIRB-AIS devices today. AIS-SARTs (AIS-search and rescue transmitters) are part of the GMDSS and have been able to be used as an alternative to radar (X-band) search and rescue radar transponders (SARTs) on SOLAS ships since 1 January 2010. 2 EPIRB-AIS devices will be 406 MHz distress alerting devices that contain an additional AIS transmitter developed using the same AIS-SART technology, where the AIS component is used as an aid in locating that EPIRB-AIS. 3 AIS Man Overboard (MOB) devices are now available as locating aids for persons at risk in the water. Once such a situation has been determined as being an emergency, AIS Man Overboard (MOB) devices may be used as an aid in locating that person. 4 In order to protect the integrity of the VHF data link used by AIS, AIS devices, including AIS-MOB devices, are not intended to be used to routinely locate or track people not being in an emergency situation. AIS-SART 5 AIS-SARTs may be indicated on a newer graphical display of AIS by a circle with an "X" inside it, as shown (extract from SN.1/Circ.243/Add.1):

Topic Symbol

AIS searchandrescue

transmitter (AIS-SART)

6 Alternatively, the AIS-SART may be indicated on an older graphical display of AIS as a normal (sleeping) AIS target (isosceles triangle), as shown (extract from SN.1/Circ.243), taking into account that the triangle may be oriented by Course over Ground (COG):

Topic Symbol

AIS Target

7 The symbol remains the same, whether the AIS-SART is in Active or Test Mode; however, there is associated message text displayed, when an AIS-SART target is selected.





8 An AIS-SART uses the following associated message text:

SART ACTIVE means an AIS-SART in Active Mode. SART TEST means an AIS-SART in Test Mode. The maritime identity format used is: 970xxyyyy (where "xxyyyy" are numerals from 0 to 9)

AIS Man Overboard (MOB) 9 A Man Overboard (MOB) device using AIS will be displayed in the same way as an AIS-SART (see paragraphs 5 to 7 above). 10 A Man Overboard (MOB) device using AIS may use the same associated message text as in paragraph 8 above, but newer devices might have associated message text displayed as follows:

MOB ACTIVE indicates an AIS-based MOB device in Active Mode. MOB TEST indicates an AIS-based MOB device in Test Mode. The maritime identity format used is: 972xxyyyy (where "xxyyyy" are numerals from 0 to 9).

EPIRB-AIS 11 EPIRB-AIS devices will be displayed in the same way as an AIS-SART (see paragraphs 5 to 7 above). 12 EPIRB-AIS devices may use the same associated message text as in paragraph 8 above, but newer devices might have associated message text displayed as follows:

EPIRB ACTIVE indicates a 406 MHz EPIRB that contains an additional AIS transmitter indicating that the EPIRB is in Active Mode. EPIRB TEST indicates a 406 MHz EPIRB that contains an additional AIS transmitter indicating that the EPIRB is in Test Mode. The maritime identity used is: 974xxyyyy (where "xxyyyy" are numerals from 0 to 9).

13 The user identity of the EPIRB-AIS indicates the identity of the AIS transmitter of the EPIRB-AIS and not the MMSI of the ship.

___________












___________










___________


GlOSSARy OF TERMS

Appendix14

AAIC-AccountingAuthorityIdentificationCode

AIS-AutomaticIdentificationSystem

AIS-SArT-AISSearchAndRescueTransmitter

ADrS–AdmiraltyDigitalRadioSignals

ALrS–AdmiraltyListofRadioSignals

AM–amplitudemodulation,aformofmodulationwheretheamplitudeofacarrierwaveismadetovaryinsympathywiththeamplitudeoftheinputsignal.ItisalsoknownasA3E,whenusedforanaloguevoicedouble-sidebandtransmission.

amp–short-formtermforampere,ameasurementof electrical current in a circuit, commonly called an “amp.”Oneampereisacertainnumberofelectronspassingbythepointofmeasurementinonesecond.Symbolforampere/sisA.

AMSA–AustralianMaritimeSafetyAuthority

ANSWErbACK–Astringoftelexcharacterswhichuniquely identify an individual telexmachine orterminal.Itcanbesentfromatelexterminalviathe“HERE IS” command,and requested fromanothertelexmachine via the ‘WRU?’ (Who aReYou?)command.

Apr–AutomatedPositionReporting,usedinShipReportingSystems,suchasAUSREP,REEFREPandLRIT.

ArpA–AutomaticRadarPlottingAid,anautomaticradarplottingaid that complieswith InternationalMaritimeOrganization(IMO)regulations.

ArQ-AutomaticRetransmissionreQuest.ANBDP(telex) technique for detecting and correctingtransmittederrors,requiringanautomatictransmittedresponsefromthereceivingstation.Communicationsare limited to a single transmitting and a singlereceivingstation.

ASCII –AmericanStandardCode for InformationInterchange. Apopular code for the exchange ofinformationbetweencomputers,computerterminalsandotherdataapplications.

AMVEr –AutomatedMutualAssistanceVesselRescueSystem.SponsoredbytheUnitedStatesCoastGuard,AMVERisacomputer-basedvoluntaryglobalshipreportingsystemusedworldwidebysearchandrescueauthoritiestoarrangeassistancetopersonsindistressatsea. It issponsoredbytheUnitedStatesCoastGuard.

AtoN–AidToNavigation.

AUSCOAST - anAustralian coastal warningbroadcastaslongastheinformationisvalid.

AUSrEp –Australian Ship Reporting System(replacedbyMASTREP).

bit –BinaryDigit.Oneof thedigits0or1used inbinarynotation.Itisthebasicunitofinformationincomputers,dataprocessingordigitalcommunications.

bITE – Built-In Test Equipment (used in radioequipment)

bIIT–Built-inIntegrityTest(usedinAISequipment)

byte –Agroupof bits taken together and treatedas aunit, in computers,dataprocessingordigitalcommunications.Often,onebyteconsistsofeightormorebits.

CCIr – The International Radio ConsultativeCommitteethatformulatednewtechnicalstandardsfor radio equipment and the recommendationsontheuseofradiospectrum(nowreplacedbytheITU’sRadiocommuncationsSector,seeITU-R)

CIrM–InternationalRadioMedicalCentre(Rome)

Coast station–Alandstationinthemaritimemobileserviceprovidingterrestrialcommunicationstoandfromshipsatsea.

COMSAr - IMO Sub-committee on Radio-communications and Search and rescue

COSpAS-SArSAT system–Asatellite-aidedsearchandrescuesystembasedonlow-altitude,nearpolar-orbitingsatellites.Designedtolocateemergencyradiobeacons transmittingon the frequenciesof406.025,406.028and406.037MHz,with121.5MHzforhoming.


Appendix 14 Glossary of terms

CQ -General call to all stations. FrequentlyusedinMorse transmissions, and sometimes in voicecommunications.

CTr–ConformanceTestReport.AreportcertifyingLRITconformanceasperSOLASregulations.

DE - “from...” (used to precede the name oridentificationofthecallingstation).FrequentlyusedinMorseandtelextransmissions.

Digital Selective Calling (DSC) -A system in theGMDSS for transmittingdistress alerts fromshipsand for transmittingassociatedacknowledgementsfromshorestations.Itisalsousedforrelayingdistressalertsandforalertspriortothebroadcastofurgencyandsafetymessages.

Distress alert -The transmissionofadistressalertindicates that a mobile unit (ship, aircraft or other vehicle) or person is threatened by grave andimminentdangerandrequestsimmediateassistance.Thedistress alert is adigital selective callusingadistress call format in the bands used for terrestrial radiocommunicationsoradistressmessageformat,inwhichcaseitisrelayedthroughspacestations.

Thedistressalertshallprovidetheidentificationofthestationindistressanditsposition.

DNID - Data Network Identifier, a digital IDdownloadedtoaship’sInmarsat-Cterminal,topermitAutomatedPositionReporting(i.etoallowpollingoftheship’sposition).

DrF–DisasterRecoveryFacility(i.e.AMSAbackupfacility)

Duplex–Operatingmethodinwhichtransmissionis possible simultaneously in both directions of a telecommunicationchannel.

ECDIS–ElectronicChartDisplayandInformationSystem.A computer-basednavigation informationsystem that complieswith InternationalMaritimeOrganization(IMO)regulations.

EHF-ExtraHighFrequency(30to300GHz)

Enhanced Group Calling (EGC) system-Asystemin theGMDSS to broadcastMSI (SafetyNet) andRoutine/Publiccorrespondence(FleetNet)anywhereintheInmarsatcoverageareaviatheInmarsatsatellitesystem.

EpIrb-EmergencyPositionIndicatingRadioBeacon.

FEC - ForwardErrorCorrection, an error-tolerantbroadcastmodeforNBDP,wherethesendingstationtransmitstoanunlimitednumberofreceivingstations.

Fleetbroadband - Inmarsat broadband serviceprovidingbroadbanddataandvoice,simultaneouslyusing IP (internetprotocol),whilst still supportingexistingvoiceand ISDNdata capability for legacyapplications.

FleetNet - The international commercial serviceofferedunder InmarsatC’sEGC capabilty,whichallows authorised informationproviders, such ascommercialsubscriptionservices,shippingcompaniesorgovernments tobroadcastmessages to selectedgroups of vessels, each ofwhich has registeredwiththeinformationproviderandbeenaddedtoaFleetNETclosedgroup/network.

Fleet77-Providesglobalvoice,faxandhigh-speeddatacommunicationsat speedsup to128kbpsviaInmarsat. It is suitable forawide rangeofvessels,fromdeep-seashipstooffshoresupportcraft.ProvidesfullsupportforGMDSS,includingfeaturessuchasemergencycallprioritisation,asstipulatedbyIMOResolutionA.888(21).

FM -FrequencyModulation(usedforVHFmarinebandtransmissions).Thefrequencyofacarrierwaveismadetovaryinsympathywiththefrequencyoftheinputsignal.

F1b-Afrequency-modulatedmodeofemissionusingdigitalinformationforautomaticreception,withouttheuseofamodulatingsub-carrier.

F3E–Afrequency-modulatedmodeofemissionusinganaloguetelephony(i.e.voice).

Geostationary satellite-Asatellitewhoseperiodofrevolution is equal to theperiodof rotationof theearthandwhosecircularanddirectorbitliesintheplaneoftheEarth’sequator;thatis,asatellitewhichremainsinthesamerelativepositiontoanypointonEarth.Approximatealtitudeofsatelliteis36000kmaboveearth’ssurface.

GEOLUT -ALocalUserTerminal in theCospas-SarsatsystemforreceivingsignalsfromgeostationarysatellitesfittedwithCospas-Sarsatpackages.SeealsoLUT.

GHz-gigahertz(1000000000hertz).Ameasurementunit of radio frequency, oscillation and vibrationequalling1000000000cyclespersecond.



GMDSS –GlobalMaritimeDistress and SafetySystem

GMT–GreenwichMeanTime(seealsoUTC)

GNSS–GlobalNavigationSatelliteSystem(e.g.GPS,Glonass,Galileo)

GOC-GeneralOperator’sCertificateofProficiency

GpS-GlobalPositioningSystem.Asatellite-basedsystemforcalculatingpositionsandobtainingtimeanywhere on theEarth’s surface. (also known as‘NAVSTAR’).

GrT–GrossRegisteredTonnage(alsoknownasGT)

G3E -Aphase-modulatedmodeof emissionusinganaloguetelephony(e.g.voice)

HF-Highfrequency(3to30MHz)

Hz - hertz.The fundamentalmeasurementunit ofradio frequency.One hertz equals one cycle persecond.

Homing signals-Locatingsignalstransmittedbyashipindistressorsurvivalcrafttoprovideabearingforsearchingshipsandaircraft.

H3E-Radiotelephonyusingamplitudemodulation,singlesideband,fullcarrier-the‘compatible’mode.SeeAM.

IAMSAr-InternationalAeronauticalandMaritimeSearchAndRescue.TheIAMSARManualisajointpublicationoftheIMOandICAO.

ICAO-InternationalCivilAviationOrganization.

IMDG – InternationalMaritimeDangerousGoodsCode

IMO-InternationalMaritimeOrganization

IMSO-InternationalMobileSatelliteOrganization

INM – InmarsatMobileNumber, the Inmarsatterminalidentificationnumber.

Inmarsat - Inmarsat Ltd (formerly InternationalMaritimeSatelliteOrganization)

INTErCO–InternationalCodeofSignals

IrCS – IntegratedRadioCommunication SystemwhenusedintheGMDSS(seeIMORes.A.811(19)).

ISDN–IntegratedServicesDigitalNetwork–Adigitalaccessnetworkfordataandvoice,whichprovidesanalternativetothepublicswitchedtelephonenetwork.

ISM-InternationalSafetyManagement-referstotheIMO’sInternationalSafetyManagement(ISM)Code2002,whichprovidesan international standard forthesafemanagementandoperationofshipsandforpollutionprevention.

ISN–InmarsatSerialNumber,auniquenumberforeveryInmarsatterminal’shardware.

ITU - InternationalTelecommunicationUnion.TheleadUnitedNations agency for information andcommunicationtechnologies.

ITU-r–TheITURadiocommunicationSector(ITU-R)isthatpartoftheITUwhichperformsamajorrolein the globalmanagement of the radio-frequencyspectrum and satellite orbits for services such asfixed,mobile,broadcasting,amateur,spaceresearch,emergencytelecommunications,meteorology,globalpositioningsystems,environmentalmonitoringandcommunication services - that ensure safetyof lifeonland,atseaandintheair.FormerlyknownastheCCIR.

ITU-T–TheITUTelecommunicationsStandardizationSectoristhatpartoftheITUwhichdefineselementsininformationandcommunicationtechnology(ICT)infrastructure.FormerlyknownastheCCITT.

J2b - A single-sideband, suppressed carrier,amplitude-modulatedmodeofemissionusingdigitalinformationforautomaticreception,withouttheuseofmodulatingsub-carrier.

J3E -Radiotelephonyusingamplitudemodulation,single sideband, suppressed carrier.Often referredtoas“SSB”.

kb/s–kilobitspersecond.Onekilobitequals1024bits.

kHz-kilohertz(1000hertz).Ameasurementunitofradiofrequency,oscillationsandvibrationsequalling1000cyclespersecond

km-kilometre,1000metres

kn-knot,onenauticalmileperhour.

knots - nauticalmiles per hour (1 internationalnauticalmile=1852metres).



kW-kilowatt(1000watts).Ameasurementunitofradioandelectricalpower(seewatt).

Land Earth Station (LES) -Anearth station in themaritimemobile-satellite service locatedat afixedplace andproviding communications to and frommobilestations(formerlyCES,CoastEarthStation).

LEOLUT–lowearthorbitlocaluserterminal(Cospas-Sarsat).SeealsoLUT.

LF–lowfrequency(3to30kHz)

L-band EpIrb-AnEPIRBoperatinginthe1.6GHzfrequencybandthroughtheInmarsatsatellitesystem(alsoknownasan InmarsatEPIRB)–discontinuedsince1December2006.

Local User Terminal (LUT) -Aground receivingstationwhich receives data fromCOSPAS andSArSAT satellites, calculates the position of the beacon and forwards the resultant information torescueauthorities.

Local (SSM) - localseasafetymessagescontainingwarningswhichrefertohazardswhichareconsideredto be of a temporary nature, e.g. floating logs,temporarybuoys,etc,broadcastforadefinedperiod.

Locating signals-Transmissionsintendedtofacilitatethelocationofshipindistressorsurvivalcraft.

LrIT-LongRangeIdentificationandTracking-ashipreporting system requiringvessels to automaticallytransmittheiridentity,positionanddate/timeat6-hourintervals,aspartofMaritimeDomainAwareness,bycontractingGovernmentsunderSOLAS.

LSb - Lower sidebandmodeof emission.A formof single sidebandemission,whereonly the lowersidebandistransmitted.

m-metre,unitoflength

Maritime Safety Information (MSI) -Distressalerts,navigationalwarnings,meteorologicalwarningsandforecasts and other important safety information for ships.

MASTrEp -ModernisedAustralianShipTrackingandReportingSystem(replacesAUSREP).

MCS-MaritimeCommunicationsStation.Anothertermforacoaststation.

MFAG –Medical andFirstAidGuide (partof theInternationalMaritimeDangerousGoodsCode)

MES–AMobileEarthStationintheInmarsatsystem,which includesmobile, land, ship and airborneInmarsatterminals.

METArEA–METeorologicalAREA:AmeteorologicalserviceareawitharealimitssimilartoNAVAREAsintheWWNWS.

MF-Mediumfrequency(300to3000kHz).

MHz-megahertz(1000000hertz).Ameasurementunit of radio frequency, oscillation andvibration,equalling1000000cyclespersecond.

MID -Maritime IdentificationDigit, a 2or 3-digitdecimalnumberusedasthefirstpartofshipstationidentitytoindicatenationality.

MKD – MinimumKeyboard and Display. Aminimaltext-onlydisplayprovidedforAISClass-Atransceivers.

MMSI -MaritimeMobile Service Identity. Thenumberused to identify coast stations’ and ships’DSC,NBDPandAISsystems.

MpDS –MobilePacketDataService.An Inmarsatserviceallowingcontinuous connectionof ships toterrestrialnetworkswithpaymentforvolumeofdataexchangedratherthanthedurationof‘airtime’used.

MrCC-MaritimeRescueCo-ordinationCentre.TheAustralianMRCCislocatedinCanberraandoperatedby the Australian Maritime Safety Authority (see also RCC).

MrOCp -MarineRadioOperator ’sCertificate ofProficiency.

MrOVCp-MarineRadioOperator’sVHFCertificateofProficiency.

MSC-MaritimeSafetyCommitteeoftheInternationalMaritimeOrganization.

MSI-MaritimeSafetyInformation,navigationalandmeteorologicalwarnings,meteorological forecastsandotherurgentsafety-relatedmessages.

MUF –MaximumUsable Frequency. Thehighestfrequencywhichisreflectedbytheionosphereoveranyparticularpath.

n mile–nauticalmile(1internationalnauticalmile=1852m)

NAVArEA-ANAVigationAREAintheworld-widenavigationalwarning service.Australia is locatedinNAVAREAX(ten).ItcoversthesimilarareaasaMETAREA,andbothtermsareoftenusedtogether(NAVAREA/METAREA).



NAVArEA warning-Navigationalwarningbroadcastissued by an area co-ordinator of theworld-widenavigationalwarning service for aparticular area.Therearecurrently16NAVAREASintheworldplusanewlycreatedonecalledARCTICOCEAN.

NAVTEx - Short range system for transmissionofnavigational andmeteorologicalwarnings to shipsbynarrowbanddirectprinting. The InternationalNAVTEX service is the system for broadcast andautomatic reception of Maritime Safety Information (MSI)bymeansofnarrow-banddirectprintingon518kHz,using theEnglish language, tomeet therequirementsoftheSOLASconvention.

NbDp -NarrowBandDirect Printing (formerlyknownas“telexoverradio”)

NCS-NetworkCoordinationStationintheInmarsatsystem

On-scene communications - Communicationsbetween thedistressed ship or survival craft andassistingunits.

OTF –OptimumTraffic Frequency. The optimalfrequency for sustained reliability, approximately85%MUF.

pM-PhaseModulation,aformofanglemodulation,verysimilartoFM,usedintheVHFmaritimemobileservice.

pSTN–PublicSwitchedTelephoneNetwork

pTT–PressToTalk,aswitchusedonmicrophonesand control lines, to activate the voice path andactivatetransmittercircuitry.

rCC–RescueCo-ordinationCentre.RCCAustraliaisAustralia’sRCC,hostedbyAMSA, inCanberra,Australia.

reefrep-AmandatoryShipReportingSystemfortheGreatBarrierReefandTorresStrait.OtherwiseknownastheGreatBarrierReefandTorresStraitShipReportingSystem.

reefVTS - a coastalVesselTrafficServicedeclaredby the InternationalMaritimeOrganization (IMO)via resolutionMSC.161(78)asameasure to furtherenhancenavigationalsafetyinTorresStraitandtheGreatBarrierReef.

rescue coordination centre (rCC)-Aunitresponsiblefor the efficient organisation of search and rescueservicesandtheoperationoftheseresourceswithinanominatedarea.

r/T–Radiotelephony(i.e.voice)

rTE-RadarTargetEnhancer-ashort-rangedeviceusedon small craftwhich receives, amplifies andstretchesanincomingradarpulse,thenre-transmitsit,resultinginanincreased‘paint’onothervessels’radardisplay/s.

rx-Receiverorreceivefrequency

SafetyNET–Inmarsatsatellitesystemfortransmissionofnavigationalandmeteorologicalwarningstoships,complementarytotheInternationalNAVTEXserviceon518kHz.TheabilitytoreceiveSafetyNETserviceinformationwillgenerallybenecessaryforallshipswhichsailbeyondthecoverageofNAVTEX.

SAr-SearchAndRescue

SAr co-ordinating communications-Communicationsnecessary for the co-ordinationof shipsandaircraftparticipatinginasearchandrescueoperation.

SArT-SearchAndRescueRadarTransponder.Alsoknownasasurvivalcraftradartransponderorradartransponder.

Selcall–Anidentificationnumber,5digitsforshipstations,and4digitsforcoaststations,programmedintoNBDP(telex)equipment.IntheALRSVolume1,thecoaststationselcallisshowninsquarebrackets,e.g.Guam[1096].ItisonlyrequiredgenerallyforARQmodeofoperation.

SHF-SuperHighFrequency(3to30GHz)

Ship station -A station in the terrestrial radio-communicationsservicelocatedaboardaship.

Ship Earth Station (SES) -Anearth station in themaritimemobile-satellite service located aboard aship.

Single frequency - The same frequencyused fortransmissionandreception(simplex).

Simplex–Operatingmethodinwhichtransmissionismadepossiblealternativelyineachdirectionofatelecommunication channel, for example, by means ofmanualcontrol(seesingle-frequency).

SMCp-StandardMarineCommunicationPhrases

SOLAS - Safety Of LifeAt Sea (InternationalConventionfortheSafetyOfLifeAtSea)



SOLAS Convention-SafetyofLifeatSeaConventionasadoptedbytheInternationalMaritimeOrganizationandacceptedbycontractinggovernments.

SSAS–ShipSecurityAlertSystem.AsystemfittedunderRegulation6of SOLASchapterXI-2,whichrequiresshipstobeprovidedwithashipsecurityalertsystem.PerformancestandardsforshipsecurityalertsystemsaregiveninIMOResolutionMSC.147(77).

SSb - Single side bandmode of emission usingamplitudemodulationwhere one sideband isreduced,suppressedorfullyremoved.

SSM-SeaSafetyMessage,atypeofcoastalwarningreferringtohazardswhichareconsideredtobeofatemporarynature,e.g.floatinglogs,temporarybuoys,etc,usuallybroadcastforadefinedperiod.

SSrM–ShortSafety-RelatedMessaging,atext-basedmessagingsystemavailabletotheusersofAIS.

STCW - Seafarers’ Training, Certification andWatchkeeping (Codeand InternationalConventionon).

TMAS-TelemedicalMaritimeAdviceServices

Tx-TransmitterorTransmitfrequency

UHF-UltraHighFrequency(300to3000MHz)

UpS-UninterruptiblePowerSupply

USb -Upper sidebandmodeof emission.A formof single sidebandemission,whereonly theuppersidebandistransmitted.

UTC - Co-ordinated Universal time (replacesGreenwichMeanTime–GMTforpracticalpurposes)

VDL-VHFDataLink(theAISchannelsofAIS1andAIS2)

VDU-VisualDisplayUnit

VHF-Veryhighfrequency(30to300MHz)

VLF-Verylowfrequency(30to300kHz)

volt-Aunitofelectricpotentialandelectromotiveforce, equal to thedifference of electric potentialbetween twopointsona conductingwirecarryinga constant currentofoneamperewhen thepowerdissipatedbetweenthepointsisonewatt.Thesymbolforthevolt/sisV.

VTS – Vessel Traffic Service. The InternationalMaritimeOrganization (IMO) in IMOResolutionA.857(20),definesaVesselTrafficService(VTS)as“aserviceimplementedbyaCompetentAuthoritythatisdesignedtoimprovesafetyandefficiencyofvesseltraffic,and toprotect theenvironment.TheserviceshallhavethecapabilitytointeractwithtrafficandrespondtotrafficsituationsdevelopingsituationsintheVTSarea”.ItisreferencedinSOLASChapterV,Regulation12.

watt – thepower required todowork at the rateof 1 jouleper second,which is equal to thepowerdissipatedinanelectriccircuitinwhichapotentialdifferenceof1voltcausesacurrentof1amperetoflow.Thesymbolforwatt/sisW.

WWNWS -World-wideNavigationalWarningService, a service establishedby the InternationalMaritimeOrganization,InternationalHydrographicOrganization and the World MeteorologicalOrganization for thepurpose of co-ordinating thetransmissions of radionavigationalwarnings indefinedgeographicalareas.

WrU? –WhoAreYou?A telex commandused torequesttheAnswerbackfromanothertelexmachine.

W/T-Wirelesstelegraphy(i.e.Morsecode).


INMARSAT-C ShORT ADDRESS CODES (SACS)

Appendix15

SACAOR-E AOR-W IOR POR

LES 102 LES 112 LES 002 LES 012 LES 302 LES 312 LES 202 LES 212

32 UKCG Dutch CG UKCG Dutch CG Dutch CG Dutch CG RCC NZ Dutch CG

38 UKCG Dutch CG UKCG Dutch CG Dutch CG Dutch CG RCC NZ Dutch CG

39 UKCG UKCG UKCG UKCGCape Town Radio ZSC

RCC Aus RCC NZ RCC Aus

41 UK Met Dutch Met UK Met Dutch Met UK Met Dutch Met UK Met Dutch Met

42 NAV I Coord.

NAV I Coord.

NAV I Coord.

NAV I Coord.

Cape Town Radio ZSC

RCC Aus/ NAV X Coord.

RCC NZRCC Aus/

NAV X Coord.

43 AMVER AMVER AMVER AMVER AMVER AMVER AMVER AMVER

861 Not UsedAus

REEFVTSNot Used

Aus REEFVTS

Not UsedAus

REEFVTSNot Used

Aus REEFVTS

1241 Not Used RCC Aus Not UsedAus

BUMETNot Used Aus BUMET Not Used Aus BUMET

1243 Not Used RCC Aus Not Used RCC Aus Not Used RCC Aus Not Used RCC Aus

1250 Not Used RCC Aus Not Used RCC Aus Not Used RCC Aus Not Used RCC Aus

UKCG = Maritime and Coastguard Agency, UK

Dutch CG = Netherlands Coast Guard

RCC Aus = RCC Australia

REEFVTS = Great Barrier Reef & Torres Strait Vessel Traffic Service

Notes:

1. MeaningofSACCodes: SAC32–MedicalAdvice SAC38–MedicalAssistance SAC39–MaritimeAssistance SAC41–MeteorologicalReports SAC42–NavigationalHazardsandWarnings SAC43–ShipPositionReports(NOTforAUSREP) SAC861–ReportstoREEFVTS(Australia) SAC1241–AustralianBureauofMeteorology(BUMET) SAC1243–InformationReportstoRCCAustralia(e.g.semi-submergedcontainersighted) SAC1250–OrdinarytextmessagingtoRCCAustralia(paidbyvessel)

2. RCCNZcanbecontactedon+6445778033ifSACCodemessagescannotbedelivered.

Stratos Network: Inmarsat–C short address codes (special access codes)


REFERENCES

Appendix16

1. AustralianMaritimeSafetyAuthority,MarineOrdersmadeundertheNavigation Act 2012(Cwlth)

2. AustralianMaritimeSafetyAuthority,GMDSS Radio Log,Form343

3. InmarsatLtd,Inmarsat Maritime Communications Handbook(Issue4)

4. InternationalMaritimeOrganization,2011,GMDSS Manual, Manual on the Global Maritime Distress and Safety System

5. InternationalMaritimeOrganization,2008,Performance Standards for Shipborne Radiocommunications and Navigational Equipment,IMO2008

6. InternationalMaritimeOrganization,International Convention on the Safety of Life at Sea 1974 (SOLAS)

7. InternationalTelecommunicationUnion,2012,Radio Regulations

8. InternationalTelecommunicationUnion,2013,List V, List of Ship Stations and Maritime Mobile Service Identity Assignments

9. InternationalTelecommunicationUnion,2011,Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services

10. InternationalTelecommunicationUnion,2011,List V, List of Ship Stations and Maritime Mobile Service Identity Assignments

11. InternationalTelecommunicationUnion,2004,ModelCourse1.25,General Operator’s Certificate for the Global Maritime Distress and Safety System, 2004 Course and Compendium

12. RadiocommunicationsAct1992(Cwlth)

13. UnitedKingdomHydrographicOffice,2013,Admiralty List of Radio Signals

AMSA 372 (9/13)

australian global maritime distress and safety system ... · australian global maritime distress...

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